aircraft hangar, gatwick airport north west development...

Gatwick Airport Limited

Aircraft Hangar, Gatwick Airport North West Development Zone

Transport Statement

Issue | 6 February 2017

This report takes into account the particular

instructions and requirements of our client.

It is not intended for and should not be relied

upon by any third party and no responsibility

is undertaken to any third party.

Job number 250836-04

13 Fitzroy Street

London

W1T 4BQ

United Kingdom

Gatwick Airport Limited Aircraft Hangar, Gatwick Airport North West Development ZoneTransport Statement

| Issue | 6 February 2017

J:\225000\225680 GATWICK SURFACE ACCESS STRATEGY\225680-08 HIGHWAY WORKS (CALL OFF CONTRACT)\TASK 20 - BOEING HANGER\02 - TRANSPORT

STATEMENT\20170206 AIRCRAFT HANGAR_ TS ISSUE.DOCX

Contents

Page

1 Introduction 1

1.1 Background 1

1.2 Consultation 1

1.3 Report Structure 1

2 Development Proposals 2

2.1 Introduction 2

2.2 Development Content 2

2.3 Other Associated works 3

2.4 Employment 3

2.5 Proposed Site Access 3

2.6 Parking 4

2.7 Proposed Construction and Demolition Works 4

3 Planning Policy Context 5

3.1 Introduction 5

3.2 National Policy 5

3.3 Aviation Policy Framework 5

3.4 Crawley Local Plan 6

3.5 Supplementary Planning Documents 8

4 Existing Transport Network 9

4.1 Introduction 9

4.2 Site Location 9

4.3 Pedestrian Access 9

4.4 Cycling Access 9

4.5 Public Transport Access 9

4.6 Highway Access 12

4.7 Parking 12

5 Trip Generation 13

5.1 Introduction 13

5.2 Trip Generation – Airport’s Existing Flows 13

5.3 Trip Generation: Proposed Development 15

6 Effects of the Proposed Development 18

7 Summary and Conclusion 19





Tables

Table 1: Local bus routes serving Gatwick Airport

Table 2: Selected express coach services for Gatwick Airport

Table 3: Direct connections from Gatwick Airport to key stations

Table 4: Summary of existing BA Hangar service vehicle trips

Table 5: Access mode share for employees working at Gatwick (2016 survey)

Table 6: Proposed development staff trip generation

Figures

Figure 1: Site location plan

Figure 2: Direct coach services from Gatwick Airport

Figure 3: Survey locations

Figure 4: BA Hangar – daily vehicle profile





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1 Introduction

1.1 Background

Arup has been appointed by Gatwick Airport Limited (GAL) to produce a Transport Statement (TS) to support a planning application for the proposed new aircraft Hangar and associated infrastructure works within the North West Development Zone at Gatwick Airport, West Sussex.

The development proposals include the construction of a new Hangar and other associated works including aircraft apron, connection to taxiway ‘Uniform’, vehicle parking and external parts storage area, fire suppression plant, diversion of Larkins Road and realigned security fencing, drainage and lighting, together with associated landscaping and ecological mitigation and enhancement works.

This report addresses the transport, access and trip generation associated with the proposed development at Gatwick Airport.

1.2 Consultation

Pre-application discussions have been held with officers of Crawley Borough Council (CBC) to agree the scope of the planning application and how impacts should be mitigated.

Prior to submission of the application, pre-application meetings and other engagement activities have also been held with a number of other statutory and non-statutory stakeholders.

Initial pre-application discussions were held with West Sussex County Council (WSCC) in January 2017 and it has been agreed that a Transport Statement would be provided.

1.3 Report Structure

Following this introductory section, the remainder of the report is structured as follows:

• Section 2 provides a description of the proposed development, including land use and access design;

• Section 3 outlines the current national and local transport planning policy relevant to the proposed development;

• Section 4 contains a review of the existing local transport facilities;

• Section 5 presents the trip generation of the proposed development;

• Section 6 outlines the anticipated transport effects of the proposed development; and

• The final section, Section 7, summarises the TS and draws together the conclusions of the effects of the proposed development on the local transport network.





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2 Development Proposals

2.1 Introduction

This section provides a description of the development proposals and other associated works and providing information on employment, proposed site access, parking provision and construction works.

2.2 Development Content

The proposed aircraft Hangar would be within the boundary of Gatwick Airport within the North West Development Zone. The proposed site lies immediately to the west of the ‘Uniform’ taxiway and stands, south of surface water control Pond M and north of the airport’s concrete batching plant and construction logistics area).

The development comprises a new airside Hangar building with apron frontage and taxiway access, adjoining buildings for administration, workshops and plant, and appropriate access for heavy goods vehicle deliveries.

The development will also require diversion around the site of Larkins Road (an internal airport access road), and provision of security fencing for a new airside/landside boundary.

The broad location for the development is shown in Figure 1.

Figure 1: Site location plan

The development would occupy land that is zoned for aircraft maintenance facilities and surface access in the Gatwick Airport Masterplan (2012).





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The northern and western parts of the site are undeveloped and comprise areas of grassland and the remnants of a former woodland and hedgerows which have been eroded by previous development in this part of the airport. A remnant channel of the Man’s Brook also traverses the site.

The eastern part of the site contains a wide strip of managed airfield grassland and the route of Larkins Road (which serves an airport construction logistics area and the airport’s concrete batching plant).

The southern part of the site has been previously used for storage of materials and spoils from previous airfield projects, which is then recycled and re-used as hard core in connection with airport projects.

2.3 Other Associated works

Other aspects of the proposed Hangar development include:

• An aircraft parking apron in front of the Hangar of dimensions 165.8m wide by 93m deep which accommodates two aircraft side by side;

• A new taxiway bell mouth connecting the Hangar apron to taxiway Uniform;

• Provision of parking bays and external storage to allow for the manoeuvring of heavy goods vehicles and lay down of large aircraft parts;

• Provision of internal road layout;

• A fire suppression system located to the west of the site;

• Re-alignment of Larkins Road (an internal landside airport access road) to run to the rear of the Hangar;

• Re-alignment of the airside/landside security fence and provision of separate security fencing to enclose the Hangar site;

• Drainage works; and

• Lighting.

2.4 Employment

The new Hangar will employ 134 workers, 100 of these employees will be skilled aircraft maintenance engineers, 25 will be Boeing management and administration staff and two full-time and seven part-time facilities management staff.

It is assumed that the administration and facilities management staff operate from 07:00 to 19:00 and the maintenance engineers will be operating 24/7 on a three shift basis which is understood to be 08:00-16:00, 16:00-00:00, and 00:00-08:00.

2.5 Proposed Site Access

The proposed development would be accessed through the north security entrance, located to north east of the cargo area. Only staff, aircraft and equipment authorised by the Hangar operator will be allowed to use the Hangar apron or enter the Hangar premises.





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There is limited pedestrian access to the Boeing Hangar site as the facility is proposed to be on the airside and there would be no access from the landside. Staff can either use the shuttle bus from the airport terminals or they can park in the airport staff car parks and access the site via the north security entrance or use shuttle bus from the security gate to the site.

Daily deliveries and abnormal loads are expected for the new Hangar and they will all be accessed via the north security gate.

2.6 Parking

GAL manages approximately 7,000 staff car parking spaces in ten car parks across the airport site. Of the existing staff car parking available at the airport, up to 154 of the spaces would be allocated to the employees and visitors of the new Hangar at the Timberham staff car park. No staff car parking facilities will be provided in the Hangar site.

2.7 Proposed Construction and Demolition Works

The development would not involve any major demolition works, but would involve diversion of Larkins Road, removal and reinstatement of security fencing and clearance of that part of the side which has been used for storage of construction arising.

To construct the proposed development, a contractor's compound would be established comprising site offices, welfare facilities, and a storage for the management of construction materials. On Completion of the development the compound would be removed and the site restored to its existing condition.

It is assumed that construction works would take place during normal daytime working hours (07:00 to 19:00 Monday to Friday, and 07:00 to 13:00 on Saturdays). Being an operational airport there may be a limited number of occasions when construction may need to take place outside of these hours.

A Construction Environmental Management Plan would be prepared setting out details on how environmental impacts would be managed during construction such as:

• Construction traffic access and management;

• Working hours;

• Construction worker travel plan;

• Waste management;

• Measures to control dust and noise; and

• Community liaison.





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3 Planning Policy Context

3.1 Introduction

This section provides a summary of key national and local planning policies relevant to the proposed aircraft Hangar and associated infrastructure works within the North West Development Zone at Gatwick Airport.

3.2 National Policy

The Department for Communities and Local Government (DCLG) published the National Planning Policy Framework (NPPF) in March 2012. The NPPF replaces the previous planning policy guidance (PPG) and planning policy statement (PPS) documents.

The document encourages positive, balanced decisions, emphasises the primacy of the development plan and local decision making. There are 13 key themes to delivering sustainable development within the NPPF. The most relevant to the transport aspect of the proposed development is promoting sustainable transport.

Paragraph 31 states that local authorities should work with neighbouring authorities and transport providers to develop strategies for the provision of viable infrastructure necessary to support sustainable development, including transport investment necessary to support strategies for the growth of airports.

In paragraph 32, the NPPF notes that:

• All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:

• The opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;

• Safe and suitable access to the site can be achieved for all people; and

• Improvements can be undertaken within the transport network that cost effectively limits the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.

Paragraph 33 of the NPPF explains that when planning for airports that are not subject to a separate national policy statement, plans should take account of their growth and role in serving business, leisure, training and emergency service needs. Plans should take account of this Framework as well as the principles set out in the relevant national policy statements and the Government Framework for UK Aviation.

3.3 Aviation Policy Framework

The Government’s Aviation Policy Framework (APF) was published in March 2013. It sets out the Government’s objectives and principles to guide plans and decisions on airport developments.





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The Government recognises that aviation is essential to the country’s economic wellbeing and it supports growth of the sector within a framework which maintains a balance between the benefits of aviation and its costs – including respecting the environment and protecting quality of life.

3.4 Crawley Local Plan

The Crawley Local Plan was adopted in 2015. It is the Development Plan for Crawley and sets out a vision, policies and proposals for future development and land use in Crawley to 2030. The key transport policies are:

Policy SD1: Presumption in Favour of Sustainable Development

• In line with the planned approach to Crawley as a new town, and the spatial

patterns relating to the neighbourhood principles, when considering

development proposals the council will take a positive approach to approving

development which is sustainable.

The council will work proactively in partnership with applicants, stakeholders

and other partners to jointly find solutions which mean that development can

be approved wherever possible, whilst securing development that improves the

economic, social and environmental conditions of Crawley and the wider

Gatwick Diamond sub region. Development will be supported where it meets

the following strategic objectives:

1. Progress towards Crawley’s commitment to being carbon neutral by

2050 and adapts to climate change;

2. Complements Crawley’s character as a compact town within a

countryside setting, developed on a neighbourhood principle and

maximises the use of sustainable travel;

3. Respects the heritage of the borough;

4. Protects, enhances and creates opportunities for Crawley’s unique

Green Infrastructure;

5. Provides a safe and secure environment for its residents and visitors;

6. Provides for the social and economic needs of Crawley’s current and

future population; and

7. Accords with the policies and objectives set out in this Plan unless

material considerations indicate otherwise.

Policy GAT1: Development of the Airport with a Single Runway

Within the airport boundary as set out on the Local Plan Map, the council will support the development of facilities which contribute to the safe and efficient operation of the airport as a single runway, two terminal airport up to 45 million passengers per annum provided that:





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i. The proposed use is appropriate within the airport boundary and

contributes to the safe and efficient operation of the airport; and

ii. Satisfactory safeguards are in place to mitigate the impact of the

operation of the airport on the environment including noise, air quality,

flooding, surface access, visual impact and climate change; and

iii. The proposed use would not be incompatible with the potential

expansion of the airport to accommodate the construction of an

additional wide spaced runway.

Policy CH3: Normal Requirements of All New Development

• All proposals for development in Crawley will be required to:

a) Be based on a thorough understanding of the significance and

distinctiveness of the site and its immediate and wider context and

demonstrate how attractive or important features which make a positive

contribution to the area would be integrated, protected and enhanced.

These features include: views, landmarks, footpaths, rights of way, trees,

green spaces, hedges, other historic landscape features or nature

conservation assets, walls and buildings;

b) Be of high quality in terms of their urban, landscape and architectural

design and relate sympathetically to their surroundings in terms of

scale, density, height, massing, orientation, views, landscape, layout,

details and materials…

c) Provide or retain a good standard of amenity for all existing and future

occupants of land and buildings, including compliance with internal

standards for new dwellings as set out in Policy CH5, and not cause

unreasonable harm to the amenity of the surrounding area by way of

overlooking, dominance or overshadowing, traffic generation and

general activity, for example noise, smells and/or vibration;

d) Retain existing individual or groups of trees that contribute positively to

the area and allow sufficient space for trees to reach maturity. … Where

a development is proposed or where trees would be lost to development,

tree planting should accord with the standards set out in Policy CH6;

e) Demonstrate how “Secure by Design” principles and guidance set out

in “Secured by Design” design guide (as amended) have been

incorporated into development proposals to reduce crime, the fear of

crime, anti-social behaviour and disorder;

f) Meet the requirements necessary for their safe and proper use, in

particular with regard to access, circulation and manoeuvring, vehicle

and cycle parking, loading and unloading, and the storage and

collection of waste/recycling; and

Development proposals should comply with any relevant supplementary

planning guidance produced by the council.

Policy IN3: Development and Requirements for Sustainable Transport

The policy states that:





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• Development should be concentrated in locations where sustainable travel

patterns can be achieved through the use of the existing transport network,

including public transport routes and the cycling and walking network.

Developments should meet the access needs they generate and not cause an

unacceptable impact in terms of increased traffic congestion or highway

safety. Developments will be permitted unless the cumulative impact on the

transport network is severe and cannot be satisfactorily mitigated.

In order to consider such impacts, developments that generate significant

amount of movements (thresholds as outlined in the Local List) should be

supported by a:

a) Transport Statement, which assesses the impact of a development with

relatively small transport implications; or a

b) Transport Assessment, which assesses the impact of a development when

there are significant transport implications, and a Travel Plan, which

identifies how the development will maximise the usage of sustainable

modes of transport as opposed to the private motor vehicle.

The applicant should view the Local List of Planning Requirements (or any

subsequent document) to ensure that they submit an appropriate Transport

Statement or Transport Assessment with their planning application.

3.5 Supplementary Planning Documents

The following relevant Supplementary Planning Documents (SPDs) have been adopted or are under preparation by CBC:

• Development at Gatwick Airport SPD;

• Planning and Climate Change SPD including Sustainable Transport; and

• Urban Design SPD which includes principles of Good Urban Design for Non-Residential Development.





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4 Existing Transport Network

4.1 Introduction

This section of the TS focuses on the general site location and the existing transport network in the vicinity of the site including pedestrian and cycle access, public transport facilities, local highway network and car parking facilities. Baseline transport conditions are established to understand the context of the development proposals and the transport implications.

4.2 Site Location

Gatwick Airport is located south of the M23/M23 Airport Way roundabout and to the west junction 9 of the M23. The M23 runs from the M25 to the north and to Pease Pottage to the south where the road emerges into the A23 towards Brighton. Gatwick Airport sits on the southern outskirts of Horley and to the north of Crawley.

The proposed new aircraft Hangar site and the associated infrastructure works are located within the North West Development Zone at Gatwick Airport, West Sussex as shown in Figure 1.

4.3 Pedestrian Access

There are bridleways and public footpaths that lie in the vicinity of the airport. However, the Boeing Hangar site as the facility will be on the airside of the airport and access for pedestrians would be solely through the north security entrance, located to north east of the cargo area.

4.4 Cycling Access

The nearest main cycle route to the site is National Cycle Network (NCN) Route 21 running north/south adjacent to the railway line. The route runs along the A23 London Road between the South Terminal building and Ring Road North and the car parks. The route runs from Greenwich in south east London to Crawley, via East Grinstead and Eridge to Heathfield and Eastbourne.

The route is traffic free in the vicinity of the airport with some sections on road through the Manor Royal Industrial Estate to the south of the airport and meets town centre routes and NCN Route 20 in Crawley. To the north, the route crosses under the A23 up into Horley and meets the Surrey Cycleway which runs east to west through the centre of the town.

4.5 Public Transport Access

4.5.1 Bus Services

Local bus routes provide links to many of the towns and villages that surround the airport, with bus stops located in close proximity to South Terminal building. Some services also call at North Terminal, on the lower level outside international





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arrivals. Table 1 shows the range of bus routes serving Gatwick, noting the high number of connections to Crawley and Horley each day.

Table 1: Local bus routes serving Gatwick Airport

Operator Route No. Route Frequency

Metrobus Fastway

10 Bewbush - Broadfield - Crawley - Manor Royal

24/7, up to every 6 mins

Metrobus Fastway

20 Horley - Gatwick Airport - Three Bridges - Broadfield

Daily, up to every 20 minutes

Metrobus 22 Crawley - Gatwick Airport - Horley - Charlwood - Leigh - Dorking - Holmbury St Mary

Mon-Fri, every 2 hours

Metrobus Fastway

100

Maidenbower - Three Bridges - Crawley - Northgate - Manor Royal - Gatwick Airport - Horley - Salfords - East Surrey Hospital - Redhill - Park 25


Metrobus 200 Horsham - North Heath - Roffey - Faygate - Bewbush - Gossops Green - Ifield - Langley Green - Manor Royal - Gatwick Airport

Daily, up to every 30 minutes - 24/7 (between Gatwick

and Bewbush),

Metrobus 400

Stone Quarry - East Grinstead - Felbridge - Copthorne - Three Bridges - Crawley - Gatwick Airport - Horley - Salfords - East Surrey Hospital - Redhill - Godstone - Caterham


Metrobus 420 Sutton - Banstead - Preston - Tadworth - Reigate - Redhill - East Surrey Hospital – Gatwick Airport - Whitebushes

Saturday mornings and

Sundays, every 2 hours

Metrobus 460

Epsom - Tattenham Corner - Preston - Tadworth - Reigate - Redhill - East Surrey Hospital - Whitebushes - Salfords - Horley - Gatwick Airport - Crawley


Source: Metrobus website (accessed: January 2017)

4.5.1 Coach Services

In addition to local bus services, a large number of coach services serve the both terminals at the airport including EasyBus, National Express, Oxford Airline and Gatwick Flyer offering services to towns and cities in the UK.

On average there are around 500 daily express coach departures, each direct from the terminal. Table 2 illustrates the overall network of services and Figure 2 illustrates the direct coach services from Gatwick Airport.





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Table 2: Selected express coach services for Gatwick Airport

Service Route Key Destinations Hours of

Operation Daily

Departures

National Express

025 Eastbourne – Brighton – Gatwick South – Coulsdon – Mitcham Junction – Streatham – Stockwell – Vauxhall – London Victoria

24 hours 16

National Express

A3 London Victoria – Vauxhall – Stockwell – Streatham – Mitcham – Sutton – Gatwick South

24 hours 22

National Express

747 Brighton – Gatwick South and North – Heathrow

24 hours 20

National Express

797 Cambridge – Stansted – Gatwick North and South

24 hours 10

National Express

206 Poole – Bournemouth – Gatwick South and North

24 hours 10

Source: National Express website (accessed: January 2017)

Figure 2: Direct coach services from Gatwick Airport

Source: Gatwick Airport website (accessed: January 2017)

4.5.2 National Rail Services

The nearest train station is located in the South Terminal with direct train services to over 120 stations. There are frequent services from Southeastern, First Great Western and First Capital Connect providing services between London Victoria and Brighton, Eastbourne and Littlehampton on the south coast, and to Bedford





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via London Bridge and Reading via Guildford. The current connections to key stations are shown in Table 3.

Table 3: Direct connections from Gatwick Airport to key stations

Station Direct trains to key stations

Per day Peak period (0700-1000) High peak hour (0800-0900)

London Victoria 178 28 9

East Croydon 213 30 9

Clapham Junction 97 16 5

London Bridge 55 7 3

Farringdon 61 7 1

St Pancras 61 7 1

Redhill 101 15 5

Brighton 116 19 7

Reading 19 3 1

Source: Realtime Trains website (accessed: January 2017)

4.6 Highway Access

Gatwick is directly connected to the M23 at junction 9 and 9a, which in turn directly connects to the M25 junction 7. There are three main entry/exit points to the airport:

• The two roundabouts off the M23 junction 9a that provide access to the South and North Terminals; and

• The A23/Gatwick Road roundabout south of the airport.

4.7 Parking

There is a total capacity of approximately 45,400 parking spaces on-airport taking into account short stay, valet and long stay on-airport parking and staff parking. There are a further 16,500 authorised, off-airport parking spaces surrounding the airport. Of the existing car parking available at the airport, 7,000 spaces are staff parking.





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5 Trip Generation

5.1 Introduction

This section provides an analysis of trip generation associated with the proposed development with the resultant number of vehicle trips anticipated to be generated by the site.

The trip generation and modal split analysis have considered for the morning and evening local highway network peak hours which are considered to be between 08:00 and 09:00, and 17:00 and 18:00.

Due to the specialist nature of the proposed development a first principles trip generation methodology has been adopted, as it is considered more robust than interrogating the TRICS database.

It is expected that the majority of the trips generated by the proposed development during the morning and evening peak hours would be commuting trips made by the administration and maintenance staff. Visitor trips made to the site would be relatively small in comparison.

5.2 Trip Generation – Airport’s Existing Flows

5.2.1 Existing Vehicle Trips

The airport’s existing ‘baseline’ network flows have been established from traffic surveys conducted in June 2016. As part of the survey, the traffic flows for the following roundabouts were collected (as shown in Figure 3):

• Perimeter Road North roundabout; and

• North Terminal roundabout.

Figure 3: Survey locations

Perimeter Road

North roundabout North Terminal

roundabout





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The surveys indicate that in the AM and PM peak hours, a total of 783 and 922 vehicles respectively used the Perimeter Road North roundabout, with a predominant northbound flow of 488 and 389 vehicles in the AM and PM peak hours respectively along Longbridge Way.

There is a total traffic flow of 3,819 and 3,711 vehicles in the AM and PM peak hours respectively using the North Terminal roundabout. The dominant flows are 2,143 and 1,639 vehicles along Airport Way in the westbound direction in the AM and PM peak hours respectively.

5.2.2 British Airways Hangar – Existing Servicing Trips

To understand the likely arrivals and departures profile at the Boeing Hangar a survey was conducted at an existing British Airways (BA) Hangar located on Perimeter Road South, airside access gate. The survey was undertaken in June 2016. The daily profile of vehicles generated by the BA Hangar are shown in Figure 4.

Figure 4: BA Hangar – daily vehicle profile

Of the daily servicing vehicles generated by BA Hangar, four and three (two-way) vehicles were generated during the AM and PM peak hours respectively. This equated to approximately 5% of the daily servicing vehicles. A summary of the existing BA Hangar peak hour service vehicle trips are shown in Table 4.

Table 4: Summary of existing BA Hangar service vehicle trips

Trips AM Peak Hour (08:00-09:00) PM Peak Hour (17:00-18:00)

In Out Total In Out Total

Servicing Trips 4 0 4 2 1 3

5.2.3 Employees Travel Survey (2016)

In 2016 Gatwick completed their latest employer and employee travel surveys. The census recorded a total number of 23,807 staff employed in the Gatwick site which is an increase of 13% on the 2012 employee survey. Table 5 summarises the current travel mode share for employees.





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Table 5: Access mode share for employees working at Gatwick (2016 survey)

Mode of Travel Mode share

Car driver (single occupancy) 52%

Car driver (with passenger) 6%

Car passenger 2%

Public bus/coach 16%

Rail 12%

Company transport 6%

Bicycle 2%

Walk/run 1%

Motorcycle 1%

Plane 1%

Taxi 1%

Total 100%

Of all the Gatwick employees who have been surveyed, 60% drive to work at the airport and most travel without passengers. 16% travel by public bus/coach, whilst the proportion commuting by train is about 12%. About 2% of the employees use bicycle to commute to the airport and only 1% of them walk to their workplace.

5.3 Trip Generation: Proposed Development

The following section outlines the trip generation methodology and assumptions used to estimate the likely number of trips generated by the proposed development.

5.3.1 Proposed Development: Staff Trip Generation

The number of journeys to work has been based on the number of employees that are expected to occupy the proposed development. GAL have advised that the staffing arrangement of the Hanger will be 25 management and administration staff, 100 maintenance and overhaul staff, and two full-time and seven part-time facilities management staff.

It is assumed that the management and administration staff as well as the facilities management staff will be at work between the hours of 07:00 and 19:00, however it is not expected that all the staff arrive and leave at the same time. Therefore, for the purpose of this assessment it has been assumed that for the inbound commuter trips, 25% of the staff would travel between 06:00 and 07:00, 25% between 07:00 and 08:00, and 50% between 08:00 and 09:00. This equates to 17 administration staff in the AM highway peak hour. For the outbound commuter trips, it is assumed that 25% of the administration staff would travel between 16:00 and 17:00, 50% between 17:00 and 18:00, and 25% between 18:00 and 19:00. This equates to 17 administration staff in the PM peak hour.

The maintenance staff are assumed to work throughout the day three equal shifts (08:00-16:00, 16:00-00:00, and 00:00-08:00). Therefore, assuming a third of the maintenance staff (33 employees) arrive for their first shift at 08:00, and a third





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(33 employee) ending their shift at 08:00. This equates to 66 maintenance staff in the AM peak hour. As the maintenance staff shift pattern does not occur during the PM peak hour, it is assumed that no trips are generated by the maintenance staff in the PM peak hour.

It is assumed that 60% of the staff (a total of 134 staff) working at the Hangar will drive to work (based on the existing car driver mode share), equating to 80 daily vehicle trips (160 two-way daily vehicle trips). Of the 80 daily vehicle trips, it is predicted that 49 and 10 vehicle trips would be generated by the proposed development in the AM and PM peak hours respectively by taking in account the number of employees and their shift pattern.

Table 6 summarises the estimated staff trips (admin, management, maintenance and facilities management staff combined) by mode, generated by the proposed development for the weekday AM and PM peak hours (based on the employee travel surveys – 2016).

Table 6: Proposed development staff trip generation

Mode AM Peak Hour (08:00-09:00) PM Peak Hour (17:00-18:00)

In Out Total In Out Total

Car driver

(single occupancy) 26 17 44 0 9 9

Car driver

(with passenger) 3 2 5 0 1 1

Car passenger 1 1 2 0 0 0

Public bus/coach 8 5 13 0 3 3

Rail 6 4 10 0 2 2

Company transport 3 2 5 0 1 1

Bicycle 1 1 2 0 0 0

Walk/run 1 0 1 0 0 0

Motorcycle 1 0 1 0 0 0

Plane 1 0 1 0 0 0

Taxi 1 0 1 0 0 0

Total 50 33 79 0 17 17

Figures are subject to rounding.

5.3.1 Proposed Development: Visitor Trip Generation

GAL have advised that the future number of Boeing Hangar trips generated by the proposed development will be ten visitors. In order to present a robust assessment, it has been assumed that the ten visitors will visit the site in the AM and PM peak hours and that they travel by car.

5.3.2 Proposed Development: Servicing Trip Generation

The daily servicing trips for the Proposed Development are expected to be approximately 15 to 20 vehicles. Some abnormal load vehicles are also expected





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to access the site predicted to be at a frequency of two abnormal load trips per week.

The daily vehicle trips generated by the proposed Hangar have been profiled across the day based on the vehicle arrival/departure profile derived from the existing BA Hangar survey data. As stated in Section 5.2.2, only 5% of the delivery servicing occurs during the AM and PM peak hours. Therefore, of the 15-20 daily servicing vehicles generated by the proposed Hangar, only one servicing vehicle is predicted to be generated in the peak hours.





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6 Effects of the Proposed Development

The number of vehicle trips generated by the new Hangar has been determined in Section 5. As shown in Table 6, the employees of the new Hangar is expected to generate 49 and 10 vehicle trips in the AM and PM peak hours respectively taking in account the number of employees and their shift pattern.

The proposed development visitor trips is advised to be ten people. In order to present a robust assessment, it has been assumed that the ten visitors will visit the site in the AM and PM peak hours and that they travel by car.

The estimated number of vehicle trips generated by the proposed site is considered to be minor and will not adversely affect the operation of the local transport network. It is therefore concluded that the proposed development will have no effect on the local highway network and no further assessment was deemed necessary.

The additional trips generated by the proposed development have also been considered in conjunction with the total of existing vehicle trips on the local highway network. The analysis indicates that the proportion of the vehicle trips associated with the proposed development compared to the existing number of vehicles using the Perimeter Road North roundabout is approximately 6% and 1% in the AM and PM peak hours respectively. The proportion of the future vehicle trips compared to the existing number of vehicles using the North Terminal roundabout is approximately 1% and 0.3% in the AM and PM peak hours respectively.

Staff parking demand will be accommodated in the GAL managed staff car parks which provides wider provision for airport employee car parking. Of the total 7,000 staff car parking spaces available across the Gatwick Airport site, up to 154 of the spaces would be used by employees and visitors to the new Hangar which is considered to have no adverse effect on the overall supply of the staff car parking.

The development proposals for the Boeing Hangar and the associated works are in line with Policy IN3 – Development and Requirements for Sustainable Transport. The location of the development provides opportunities for employees to travel to work using sustainable transport modes which can be achieved through the use of the existing transport network. The proposed development also meets the access needs it generates and it does not cause adverse effect on the highway network.





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7 Summary and Conclusion

This Transport Statement has been prepared in support of a planning application by Gatwick Airport Limited (GAL) for the proposed new aircraft Hangar and associated infrastructure works within the North West Development Zone at Gatwick Airport, West Sussex.

The development comprises a new airside Hangar building with apron frontage and taxiway access, adjoining buildings for administration, workshops and plant, and appropriate access for heavy goods vehicle deliveries.

The development will also require diversion around the site of Larkins Road (an internal airport access road) and provision of security fencing for a new airside/landside boundary.

The proposed development would be accessed through the north security entrance, located to north east of the cargo area. Only staff, aircraft and equipment authorised by the Hangar operator will be allowed to use the Hangar apron or enter the Hangar premises. The new Hangar will employ 100 maintenance and overhaul engineers, 25 management and administration staff, and two full-time and seven part-time facilities management staff.

The proposed development has been reviewed in relation to the national, local transport policies and supplementary planning documents on transport matters and complies with the main aspirations to promote sustainable travel through the use of the existing transport network including walking, cycling and public transport. The proposed development will also meet the access needs it generates and it does not cause adverse effect on the highway network.

The airport benefits from extensive public bus and coach services to the local areas and the wider UK. There is also a train station in the South Terminal which provides direct train services to over 120 stations.

Daily deliveries are expected to be approximately 15 to 20 vehicles, only one servicing vehicle is predicted to be generated in the peak hours.

The estimated increase in the number of vehicle trips generated by the proposed development is considered to be very small compared with levels of traffic on the existing local highway network. It is therefore concluded that the proposed development will have no effect on the local highway network.