Birmingham City University Proposed City Centre Campus Phase 1 BIAD Transport Assessment

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1435-ARP-Z-XX-XX-RP-TA001

Ove Arup & Partners Ltd The Arup Campus This report takes into account the particular Blythe Gate instructions and requirements of our client. Blythe Valley Park It is not intended for and should not be relied Solihull upon by any third party and no responsibility is West Midlands undertaken to any third party. B90 8AE United Kingdom www.arup.com Job number 213825-00

Birmingham City University Proposed City Centre Campus Phase 1 BIAD Transport Assessment

Contents

Page

1 Introduction 1 1.1 Report Structure 1 1.2 Existing University Facilities 1

2 The Site and Surrounding Road Network 3

3 Future Proposals – Eastside 4 3.1 Highways 4 3.2 Future Developments 5

4 Proposed Development 6 4.1 Site Access 6 4.2 Car Parking 6 4.3 Drop off 8 4.4 Cycle Parking 8 4.5 Development Servicing 9

5 Scope of Transport Assessment 11

6 Trip Generation and Distribution 12 6.1 Trip Generation and Parking Demand – City Centre Campus 12 6.2 Trip Generation and Parking Demand - Proposed Multi- Storey Car Park 16 6.3 Comparison of City Centre Campus and VTP200 Trip Generation and Parking Demand 17

7 Traffic Impact 19

8 Public Transport, Pedestrians and Cyclists 20 8.1 Public Transport 20 8.2 Pedestrians 21 8.3 Cyclists 22

9 Travel Plan Framework 23 9.1 Introduction 23 9.2 Elements of the Travel Plan 23 9.3 Objectives 23 9.4 Management 24 9.5 Measures 24

10 Discussions with Birmingham City Council 26

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Birmingham City University Proposed City Centre Campus Phase 1 BIAD Transport Assessment

10.1 Scope 26 10.2 Proposed Access Arrangement 26 10.3 Trip Generation and Traffic Impact 26

11 Construction (Design and Management) Regulations 27

12 Summary and Conclusions 28 12.1 Introduction 28 12.2 Access and Parking 28 12.3 Trip Generation 28 12.4 Traffic Impact 28 12.5 Sustainable Transport 28 12.6 Conclusion 29

Figures

Figure 1 Site Location Plan Figure 2 The Site and Surrounding Road Network Figure 3 Proposed Access Layout Figure 4 Location of Publicly Available Car Parks Figure 5 Proposed Location of Parking Figure 6 Proposed Loading Bays Figure 7 Delivery Vehicle Swept Paths 1 of 2 Figure 8 Delivery Vehicle Swept Paths 2 of 2

Appendices

Appendix A Site Masterplan

Appendix B Cycle Parking (BREEAM)

Appendix C TRICS Data

Appendix D Correspondence with BCC

Appendix E Hazard Register

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Birmingham City University Proposed City Centre Campus Phase 1 BIAD Transport Assessment

1 Introduction

Ove Arup & Partners Limited (Arup) was commissioned by Birmingham City University to undertake a Transport Assessment in support of the proposed City Centre Campus, which is in the area known as Eastside, in Birmingham.

1.1 Report Structure This report outlines the following transportation aspects. Chapter 2 provides a description of the site and surrounding road network. Chapter 3 describes future developments in and around Eastside. Chapter 4 describes the proposed development, site access and parking provision. Chapter 5 defines the scope of the Transport Assessment. Chapter 6 assesses the levels of traffic generated by the proposed development. Chapter 7 assesses the traffic impact of the development on the Eastside area. Chapter 8 considers access to the site by public transport, pedestrians and cyclists. Chapter 9 sets out potential Travel Plan measures. Chapter 10 provides details of consultations with Birmingham City Council. Chapter 11 covers the CDM Regulations. Chapter 12 provides the summary and conclusions of this report. The Figures are included at the rear of the report together with the Appendices. The report has been prepared in consultation with highway and transport planning officers at Birmingham City Council (BCC).

1.2 Existing University Facilities The University currently has 23,000 students and 3,000 staff and operates on ten sites with faculty facilities at the following locations: • City North Main Campus at Perry Bar – various faculties including Performance, Media and English; • City Centre Campus at Millennium Point – Birmingham School of Acting and TIC; • Gosta Green – Birmingham Institute of Art and Design (BIAD);

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• Vittoria Street – BIAD; • Margaret Street – BIAD; • Birmingham Conservatoire at Paradise Circus; • Edgbaston Campus – Health Faculty; and • Bournville Campus – BIAD.

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2 The Site and Surrounding Road Network

The proposed site is located off Cardigan Street to the east of, and within close proximity of Birmingham city centre as shown on Figure 1. The site is currently occupied by part of the Millennium Point surface level car park. Until recently, the vehicular entrance to the site (Millennium Point car park) was off Jennens Road/ Howe Street with exits onto Curzon Street and Cardigan Street. The Howe Street entrance has now been closed to accommodate the construction of a new multi-storey car park with two way access to the remaining Millennium Point car park off Curzon Street. The site is bounded by the Millennium Point car park to the west, land identified for redevelopment to the north and south, and Cardigan Street to the east, as shown on Figure 2. The land immediately to the northwest of the site will be used for a multi-storey car park with access off Cardigan Street. The multi-storey car park is currently being constructed. The land to the south forms part of the proposed City Park site. Cardigan Street is a two lane single carriageway with on street parking available along the west kerbline. It connects with Jennens Road to the north via a left in/left out arrangement and to the south intersects with Curzon Street via a priority T junction. Cardigan Street provides access to the eastern area of Eastside via Belmont Row and Gopsal Street. Curzon Street is a two lane single carriageway with on street parking available on the south side. To the east, Curzon Street links with Lawley Middleway (A4540) and Vauxhall Road (B4132) via a 4-arm roundabout, which is known as Curzon Circle. Lawley Middleway is part of the middle ring road and is a dual two lane carriageway. To the west, Curzon Street intersects with New Canal Street at a signal controlled T junction, and continuing west becomes Albert Street which links with the Masshouse Gyratory. New Canal Street provides a connection to Digbeth to the south. The Masshouse Gyratory is partially signalised and forms the intersection between Moor Street Queensway (the bus mall), The Priory Queensway, James Watt Queensway, Jennens Road, Bartholomew Street and Park Street. James Watt Queensway provides access to the A38 Aston Expressway and the inner ring road. Park Street has two lanes and operates as one way southbound forming part of a one way system with Moor Street Queensway (the bus mall) and the Masshouse gyratory to the north. Jennens Road is generally a dual two lane carriageway widening to three lanes in places. It has an eastbound and westbound bus lane and links with Lawley Middleway via a 4-arm roundabout known as Ashted Circus. Continuing north, Lawley Middleway leads to the north of Birmingham, and via the Aston Expressway (A38) the M6. To the south, Lawley Middleway leads to the south of Birmingham and Solihull.

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3 Future Proposals – Eastside

In September 2010 Birmingham City Council published the City Centre Masterplan (‘Birmingham Big City Plan’). The Big City Plan reflects the aspiration of the city council but does not have formal planning status. The masterplan is split into seven sections of which one is Eastside. The masterplan for Eastside incorporates the High Speed 2 rail line which would run parallel to the existing viaduct, and the new terminus station.

3.1 Highways The masterplan identifies Moor Street Queensway, Jennens Road and Digbeth High Street as the key vehicular routes on the east side of the city. Within the Eastside regeneration area, the main roads are Curzon Street and New Canal Street, with potential new links from New Canal Street to Masshouse and Park Street. The plan indicates that the Albert Street link to the Masshouse Gyratory (from the junction with New Canal Street and Curzon Street) would be closed to facilitate the western end of the City Park. As part of the regeneration of the Eastside area, BCC are proposing to improve the Cardigan Street road corridor. These highway works comprise the following: • Upgrade of the existing left in/ left out junction between Jennens Road and Cardigan Street to form an all movement signal controlled crossroads between Jennens Road, Cardigan Street and Woodcock Street. The junction will include signal controlled crossing facilities on Jennens Road (west), Cardigan Street and Woodcock Street. The northern end of Belmont Row will be reconfigured to suit the new junction arrangement. • Widening of Cardigan Street to include space for right turn lanes at the junctions with Belmont Row, Gopsal Street and the proposed multi-storey car park entrance. The improvements will include the widening of footways to 4m, a raised pedestrian crossing facility to align with the northern boundary of the City Park and bus stops. The proposals will include parking restrictions on Cardigan Street and a layby on the eastern side close to the proposed site. • Upgrade of the Cardigan Street/ Curzon Street junction to incorporate a left turn lane on Cardigan Street. Once the City Park is constructed the primary walking route will be through the City Park to Moor Street Station and the city centre. The following local walking routes are also identified. • A route between the City Park and Aston University via an area of public realm behind Millennium Point and an improved pedestrian crossing on Jennens Road; • A route between the area east of Cardigan Street and the area of public realm; • A route between the City Park along the alignment of Albert Street to Masshouse; • A link from the City Park to Aston University via Grosvenor Street and a new crossing on Jennens Road;

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• A link from the City Park along New Canal Street; and • A route alongside the Digbeth Branch Canal between the eastern area of Eastside and the area to the south of the rail viaduct.

3.2 Future Developments

3.2.1 Multi-Storey Car Park Planning permission has been granted for a multi-storey car park to be constructed on land to the northeast of Millennium Point on part of their surface level car park. The car park will have 983 spaces and will be accessed from two locations; off Cardigan Street via a priority junction with right turn ghost island and off Jennens Road via Howe Street. The access road off Cardigan Street will be located along the northern boundary of the proposed City Centre Campus site and has a single entry lane and two exit lanes. The Howe Street access has a single entry and exit lane. Access to the car park will be barrier controlled. The multi- storey car park is currently under construction.

3.2.2 High Speed 2 On 11th March 2010, the Secretary of State for Transport unveiled plans for a new high speed railway line between London and the West Midlands. The selected route alignment into Birmingham runs through the Eastside area on the north side of the existing viaduct with the proposed station concourse located near Moor Street Queensway. There is an aspiration for the existing Curzon Street Station building to be used as one of the key accesses.

3.2.3 City Park The City Park will run along the frontage of Millennium Point (and the proposed City Centre Campus site) before extending towards the south at its western end. The proposed park would enhance the walking and cycling environment between Eastside and the city centre/ public transport hubs.

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4 Proposed Development

The proposed development comprises a new campus for Birmingham City University, which will have a gross internal floor area of 18,310m2. It is estimated that the City Centre Campus would cater for around 3,420 students and 211 staff. It is envisaged that the typical daily occupancy would be 1,668 students and 147 staff. The development would consolidate facilities primarily located at Gosta Green. The development will provide for the following activities: • Birmingham Institute of Art and Design (BIAD); and • Faculty for Performance, Media and English. The proposed masterplan is shown in Appendix A. The proposed development would include a bridge link on two levels between the City Centre Campus and the facility at Millennium Point.

4.1 Site Access Vehicular access to the site has been designed to avoid the main pedestrian areas, in particular: • The area to the south where there is the proposed City Park and the main walking route to the bus mall and city centre; and • Cardigan Street where it is BCC’s aspiration to limit access and maintain an active frontage with continuity of the proposed widened footway. Access to the City Centre Campus will be at the rear of the development as shown on Figure 3. The site access would be via the entry/exit to the proposed multi- storey car park off Cardigan Street. It would provide access to the service yard and the disabled car park. It is understood that the multi-storey car park access will be owned by Birmingham City Council, but will not be adopted highway. At the entrance to the site there will be three gates. The eastern gate will provide two way access to the disabled car park. The other two gates will provide access and egress to/from the service yard.

4.2 Car Parking The Draft Supplementary Planning Guidance (SPG) for Car Parking Guidelines published for consultation in August 2010 proposes the following maximum car parking standards for Higher and Further Education land uses in Area 1 (city centre):

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Table 4.1 Potential Car Parking based on BCC Draft SPG

Proposed staff/students BCC Draft Parking SPG Total Permitted No. of Staff No. of 1 space per 4 staff 1 space per Maximum Students 30 students car Parking 147 1,668 37 56 93

* The site is in Area 1 but on the boundary between Areas 1 and 2. The above standards would therefore permit a maximum of 37 staff car parking spaces and 56 student parking spaces, totalling 93 spaces. Despite the opportunity to have a maximum of 93 car parking spaces, it is proposed that the City Centre Campus would have no standard car parking spaces for staff and students. Space for some disabled car parking has been allowed, see below. The restriction on car parking will encourage travel by more sustainable modes, with the city centre location offering access to numerous bus and train services within a short walk of the site. The accessibility of the site to public transport is described in section 8 and summarised below. • There are seven bus routes on Jennens Road, which is a two minute walk away; • There is one bus route on Curzon Street, which is a one minute walk away; • There are approximately 10 bus routes on Park Street, which is a six minute walk away; • There are in excess of 20 bus routes on the Bus Mall, which is an eight minute walk away; • There are in excess of 30 bus routes on the Priory Queensway, which is less than a nine minute walk away; • There are in excess of 15 bus services on Digbeth High Street, which is less than a twelve minute walk away; • Moor Street rail station is approximately nine minutes walk away; • New Street rail station is approximately fourteen minutes walk away; and • Snow Hill rail station including access to the Metro is approximately fourteen minutes walk away. In addition BCC has aspirations to provide a bus route along Cardigan Street as part of the regeneration of Eastside, and it is understood that bus stop facilities have been included in the design of the Cardigan Street improvements. In the event that staff and visitors want or need to travel by car, there are plenty of public car parks available in the vicinity of the site, including the new multi-storey car park, as shown on Figure 4. This is in accordance with the Draft Eastside Design and Movement Framework 2003. In addition, there are a limited number of spaces currently available on street in the Eastside area. If a controlled parking

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zone is implemented in the future, then this may encourage modal shift from the car. The Draft Car Parking SPG states that a minimum of one space or 6% of the total parking capacity up to a total of 200 bays (whichever is the greater) should be provided for disabled parking at education facilities. On the basis that there are no standard car parking spaces, this would mean that one space would need to be provided as a minimum. If this ratio was applied to the permitted car parking capacity of 93 spaces, then six spaces minimum would be required. It is understood that circa 44 disabled car parking spaces will be provided in the multi-storey car park adjacent to the entrance off Cardigan Street. The disabled parking spaces would be easily accessed by persons working at, or visiting the City Centre Campus which reduces the need for spaces within the site. Nevertheless, the site layout has been designed to incorporate a disabled car park with eight spaces. The number of spaces has been based on recent demand at the University and an allowance for growth. The disabled car park will be located in the northeast corner of the site, as shown on Figure 5. It would be managed by the University and would be available for staff, students and visitors. Access to the disabled car park would be controlled by an automated gate. The proposed development will result in the loss of 216 spaces from the Millennium Point car park. These spaces will be replaced in the proposed multi- storey car park, which was conceived to enable land including the application site to be developed.

4.3 Drop off There is an existing layby for drop off trips on Curzon Street outside Millennium Point. This is approximately 100m from the proposed entrance of the City Centre Campus and would be accessible across the proposed City Park. In addition, the widening scheme on Cardigan Street includes a layby on the eastern side, less than 50m from the campus entrance with a raised table pedestrian crossing immediately to the south.

4.4 Cycle Parking The Draft Car Parking SPG refers to a cycle parking standard of 1 space per 10 staff or students. The application of the draft standards would result in the following cycle parking requirement.

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Table 4.2 Minimum Cycle Parking based on BCC Draft SPG

Total BCC Draft Parking Standard 1 cycle parking space per 10 staff/students Staff 147 15 Students 1,668 167 Total 1,815 182 The cycle parking requirement would be 182 spaces. To avoid the negative image associated with a large number of unused cycle stands it is proposed that a smaller number of spaces should be provided in the first instance. It is therefore proposed that cycle parking would be provided in line with BREEAM standards, and that usage would be monitored and the parking provision increased as demand required it, up to the BCC Draft SPG standards. The BREEAM standards would require 63 cycle parking spaces, see Appendix B. The cycle parking for staff and students will be provided externally on the west side of the building beneath the proposed bridge link as shown on Figure 5. Space immediately to the south of the cycle parking will be available for expansion of the facility. It should be noted that Millennium Point also has cycle parking located nearby, and that there are proposals for cycle parking in the City Park. The cycle parking would encourage cycle use and compliments the low car parking provision on the site. The University are committed to encouraging cycling to the City Centre Campus and are already promoting sustainable travel to other campuses through the Company Travelwise scheme.

4.5 Development Servicing The proposed loading areas are shown on Figures 6 to 8 along with the vehicle swept paths illustrating that the layout works. Access to the service yard would be via the road to the proposed multi-storey car park and Cardigan Street. The multi- storey car park access junction with Cardigan Street has been designed to enable a 10m rigid vehicle to turn. The vehicle swept paths for the 10m rigid vehicle manoeuvre are shown on Figure 6 for the existing Cardigan Street alignment and the proposed widening scheme. The service yard includes two HGV loading bays, two van bays and space for compactor and biomass deliveries. The service yard will have gates at the entrance to control access and the west gate has been set back sufficiently far to allow a 10m long vehicle to wait without blocking the multi-storey car park access. The gates will be opened by the service yard manager when a delivery arrives and departs. The HGV deliveries will enter the service yard in a forward gear via the west gate and reverse onto the loading bays. The vehicle will leave the service yard in a forward gear through the middle gate. The refuse vehicle would make a similar manoeuvre, entering the service yard via the west gate, reversing to the compactor and leaving through the middle gate.

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Birmingham City University Proposed City Centre Campus Phase 1 BIAD Transport Assessment

It is envisaged that biomass deliveries would be made with a rigid vehicle which will tip material into the silo. The biomass delivery vehicle will enter the service yard via the middle gate before reversing up to the delivery hatch. The vehicle would leave the service yard in a forward gear through the west gate. It is anticipated that there would be on average one biomass delivery per month. The HGV, refuse and biomass deliveries will be managed to avoid times where unloading vehicles would block turning manoeuvres within the yard. For example, the arrival of an HGV would be scheduled to avoid the time when biomass is being delivered and refuse collected. It is anticipated that the van loading bays would be used by ‘long stay’ deliveries and for operation and maintenance. Small ‘short stay’ deliveries e.g. post, would stop in the area in front of the HGV bays. All vehicles would enter using the west gate and exit through the middle gate. Deliveries to the City Centre Campus will be a mix of managed and unmanaged deliveries. The number of loading bays has been based on the delivery requirements at other Birmingham City University campuses and the provision is considered to provide sufficient flexibility for the management of deliveries to the City Centre Campus.

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5 Scope of Transport Assessment

Through discussions held with BCC it was agreed that the Transport Assessment should consider the following: • A comparison of the trips that would be generated by the proposed City Centre Campus and those that would have been generated by the Vertical Theme Park (VTP200), which was the original development proposal for the site; • A comparison of the peak car parking demand for the proposed City Centre Campus, and the VTP200; and • A percent impact assessment at the following junctions: Z Jennens Road/ Cardigan Street/ Woodcock Street junction Z Cardigan Street/ Curzon Street junction BCC advised that the trip generations and parking demand for the VTP200, and the traffic flows for the local road network should be extracted from the Eastside – Proposed Multi-Storey Car Park Transport Assessment prepared by Atkins on behalf of Birmingham City Council. This is because the multi-storey car park and local highway works have been designed to take account of the development of the site. It was agreed that the above analysis should consider the weekday AM and PM peak hours.

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6 Trip Generation and Distribution

The proposed development comprises a new campus for Birmingham City University with a gross internal floor area of 18,310m2.

6.1 Trip Generation and Parking Demand – City Centre Campus The TRICS database has been interrogated to obtain trip rates for the proposed City Centre Campus. The university sites selected were in a town centre, edge of town centre or suburban location to get a reasonable sized sample of sites, and to best reflect the proposed site location. All the selected sites had car parking ranging between 1 space per 44m2 in suburban areas to 1 space per 280m2 for the town centre site (Art College, Hartlepool). Only the Manchester Campus (edge of town) charged for parking (£2.40 per day or £132 for the year). Trip rates have been extracted for the following transport modes, and the TRICS data sheets are contained in Appendix C. • person trips; • car borne person trips; • public transport trips; • pedestrian trips; • cycle trips; and • vehicle trips. Table 6.1 shows the AM peak (8-9am) and PM peak hour (5-6pm) trip rates for a university.

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Table 6.1: TRICS Trip Rates for a University

Peak Time Mode Trip Rates / 100m2 GFA

Arrivals Departures Total

Person Trips 2.112 0.124 2.236 Car Borne 0.926 0.069 0.995 Person Trips

Public 0.421 0.002 0.423 AM Peak Transport On Foot 0.717 0.054 0.771

On Cycle 0.047 0.000 0.047

Vehicle Trips 0.759 0.217 0.976

Person Trips 0.276 0.957 1.233 Car Borne 0.164 0.518 0.682 Person Trips Public 0.014 0.099 0.113 PM Peak Transport On Foot 0.096 0.318 0.414

On Cycle 0.003 0.022 0.025

Vehicle Trips 0.149 0.426 0.575

By multiplying the above trip generation rates by the proposed floorspace, the following trips are calculated for the AM and PM peak hours.

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Table 6.2: Estimated Peak Hour Trips based on TRICS – University

Peak Time Mode Trip Generation (18,310m2)

Arrivals Departures Total

Person Trips 387 23 409 Car Borne 170 13 182 Person Trips

Public 77 0 77 AM Peak Transport On Foot 131 10 141

On Cycle 9 0 9

Vehicle Trips 139 40 179

Person Trips 51 175 226 Car Borne 30 95 125 Person Trips Public 3 18 21 PM Peak Transport On Foot 18 58 76

On Cycle 1 4 5

Vehicle Trips 27 78 105

From Table 6.2 it can be seen that the proposed City Centre Campus will generate 409 person trips in the AM peak hour and 226 person trips in the PM peak hour. The data suggests the following modal split for a university during the peak periods. Table 6.3: Modal Split (TRICS)

Mode Mode Share

AM Peak PM Peak

Car Borne Person Trips 44.5% 55.3%

Public Transport 18.9% 9.2%

On Foot 34.5% 33.6%

On Cycle 2.1% 2.0%

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The modal split indicates that 44.5% and 55.3% of trips would be made by car in the AM and PM peak hours respectively. The next most popular mode of transport is on foot with 34.5% of trips in the AM peak hour and 33.6% of trips in the PM peak hour. The data shows that 18.9% and 9.2% of trips are made by public transport in the AM and PM peak hours respectively. It is widely accepted that there is a broad correlation between parking provision and trip generation. PPG13 states that “The availability of car parking has a major influence on the means of transport people choose for their journeys. Some studies suggest that levels of car parking can be more significant than levels of public transport provision in determining means of travel (particularly for the journey to work) even for locations very well served by public transport.” PPG13 goes on to say that “Reducing the amount of parking in new development is essential, as part of a package of planning and transport measures, to promote sustainable travel choices.” In this instance the absence of on-site car parking, which in itself will reduce the number of car borne trips, will be supported by excellent accessibility to sustainable transport as would be expected of a site close to the city centre. There are numerous bus services, three train stations and the Midland Metro within a fourteen minute walk of the site, see section 8. It is estimated that the proposed City Centre Campus could generate 179 vehicle trips in the AM peak hour and 105 vehicle trips in the PM peak hour. However, in the absence of on site car parking the vehicular trip generation would depend on the availability of public car parking within a reasonable walking distance of the site and at a price that staff and students would be willing and able to pay. On the assumption that car parking is readily available and affordable, the parking demand calculated from the TRICS data is shown in Table 6.4.

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Table 6.4: Estimated Car Parking Demand (assuming parking available off site) Time Vehicle Trips Arrivals Departures Parking Demand 7 – 8am 22 6 16 8 – 9am 139 40 115 9 – 10am 112 34 193 10 – 11am 62 51 204 11 – 12pm 47 46 205 12 – 1pm 47 60 192 1 – 2pm 60 53 199 2 – 3pm 41 52 189 3 – 4pm 28 66 151 4 – 5pm 38 98 91 5 – 6pm 27 78 40 6 – 7pm 37 41 36 7 – 8pm 18 25 28

Based upon the TRICS data the peak car parking demand for the City Centre Campus would be 205, and this would occur between 11am and 12 noon. It is worth noting that all except one of the TRICS sites upon which the parking demand has been estimated had free car parking, and even the Manchester campus that charged for parking had a relatively low charge; significantly lower than the existing parking charges at Millennium Point. The estimated peak demand is therefore likely to be an upper bound figure given that there will be limited free parking available on street, particularly when the existing demand is taken into consideration following the recent reduction in on street parking in the local area. In the longer term the free on street parking could be reduced further if a controlled parking zone is implemented in the Eastside area.

6.2 Trip Generation and Parking Demand - Proposed Multi-Storey Car Park The Transport Assessment prepared by Atkins for the proposed multi-storey car park included the following peak hour trip generations for Millennium Point and the Vertical Theme Park.

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Table 6.5: Estimated Trip Generation for Millennium Point and the VTP200 (Extracted from Multi-Storey Car Park Transport Assessment) Time Land Use Trip Generation Period Arrivals Departures Total AM Millennium Point 131 8 139 Peak VTP200 7 11 18 Total 138 19 157 PM Millennium Point 11 121 132 Peak VTP200 169 202 371 Total 180 323 503 It was estimated that 157 vehicles would use the multi-storey car park in the AM peak hour and 503 vehicles would use it in the PM peak hour. The Vertical Theme Park, which was the original development proposal on the site, was estimated to generate 18 vehicle trips in the AM peak hour and 371 vehicle trips in the PM peak hour. The forecast car parking demand for the multi-storey car park was based on the following: • Millennium Point – 453 spaces (legal requirement) • 15% of existing on street parking demand – 40 spaces • VTP200 development – 467 spaces (assuming that 50% of visitors would stay for 2 hours and 50% would stay for 3 hours) It was estimated that the peak car parking demand at the multi-storey car park would be 960, and it is proposed that the car park will have 983 spaces.

6.3 Comparison of City Centre Campus and VTP200 Trip Generation and Parking Demand Table 6.6 shows a comparison between the VTP200 trip generation and the potential City Centre Campus trip generation. Table 6.6: Comparison of Trip Generation – City Centre Campus vs VTP200 Peak Land Use Arrivals Departures Total Period City Centre Campus 139 40 179 AM Peak VTP200 7 11 18 Net Difference +132 +29 +161 City Centre Campus 27 78 105 PM Peak VTP200 169 202 371 Net Difference -142 -124 -266

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The City Centre Campus could generate 161 more trips than the VTP200 in the AM peak hour, and 266 less trips in the PM peak hour. However, as stated previously, this assumes that parking would be available at an affordable price for staff and students. It is therefore likely that the vehicular trip generation will be less than predicted from TRICS, and would be more dispersed from the site. The peak car parking demand for the City Centre Campus, assuming car parking is available, is estimated to be 205, whilst the multi-storey car park Transport Assessment predicted that the peak demand for the VTP200 would be 467 spaces. This presents a worst case comparison as it is likely that the peak parking demand for the VTP200 would be later in the day compared to the University. From this it is reasonable to conclude that there would be ample parking available within the multi-storey car park to accommodate the demand from the proposed City Centre Campus.

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7 Traffic Impact

It was agreed with BCC that a percentage impact assessment should be carried out for the following junctions: • Jennens Road/ Cardigan Street/ Woodcock Street junction • Cardigan Street/ Curzon Street junction The multi-storey car park Transport Assessment predicted that the percentage impact on local junctions as a result of the proposed car park would be as follows: Table 7.1: % Impact of Multi-Storey Car Park on Eastside Junctions

Junctions % Impact Weekday AM Weekday PM 8-9am 5-6pm Jennens Road/ Cardigan Street/ Woodcock -4% 9% Street Cardigan Street/ Curzon Street 0.5% 9%

At the Jennens Road junction there would be a reduction in traffic in the AM peak hour due to the proposed all movement junction, as vehicles currently have to drive through the junction twice due to the left in/left out layout. In the PM peak hour the percentage impact was predicted to be 9%. At the Curzon Street junction it was predicted that the new multi-storey car park would have a 0.5% impact in the AM peak hour and a 9% impact in the PM peak hour. In Table 6.6 it was shown that the City Centre Campus could have a higher trip generation than the VTP200 site in the AM peak, and a lower trip generation in the PM peak. In terms of the overall multi-storey car park trip generation (see Table 6.5) this represents a 97% increase in the AM peak hour and a 52% reduction in the PM peak hour. Given the negligible impact of the trips to the multi-storey car park in the AM peak hour, the increase in traffic flows at the local junctions as a result of the proposed City Centre Campus is likely to remain insignificant. In the PM peak, it could reasonably be said that the percentage impact would be halved as a result of the proposed campus replacing the VTP200 development. The predicted traffic impact has been accepted by BCC.

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8 Public Transport, Pedestrians and Cyclists

Central and local government policy encourages sustainable development. This section demonstrates how the site is well located in terms of accessibility for transport modes other than the car.

8.1 Public Transport

8.1.1 Bus Provision The close proximity of the site to the city centre means there is easy access to an extensive bus network, which serves the whole of the West Midlands. This includes bus routes that serve the following locations: • Jennens Road, which is 150m north of the site, and less than a two minute walk away assuming an average walking speed of 1.4m/s. There are seven routes that stop on Jennens Road and these serve areas such as Birmingham city centre, Washwood Heath, Tile Cross, Chelmsley Wood, Ward End, Coleshill, Castle Bromwich and the Fort Retail Park. • Curzon Street, which is 50m south of the site, and less than a one minute walk away. There is one bus route that stops on Curzon Street and this serves Saltley, Washwood Heath and Alum Rock. • Park Street, which is 500m west of the site, and approximately six minutes walk away. There are approximately 10 bus routes that stop on Park Street and these serve areas such as Acocks Green, Yardley and Solihull including Birmingham International Airport and railway station, and Coventry. • The bus mall (Moor Street Queensway), which is located within 650m of the site, and approximately eight minutes walk away. There are in excess of 20 bus routes that stop on the bus mall including most of the routes that serve Park Street. In addition to the routes from Park Street, the bus mall provides access to Five Ways, Edgbaston, Quinton, Sutton Coldfield, Dudley and Wolverhampton. • The Priory Queensway, which is located 700m to the west, and less than nine minutes walk away. There are in excess of 30 bus routes that stop on the Priory Queensway and these serve the Birmingham suburbs, Solihull and Bromsgrove. • Digbeth High Street, which is located approximately 1km to the south and less than twelve minutes walk away. There are in excess of 15 services that stop on Digbeth High Street and these serve the southern and eastern sectors of the city. Digbeth Coach Station is approximately thirteen minutes walk away and this provides services to other major conurbations in the United Kingdom. In addition BCC has aspirations to run bus services along Cardigan Street in the future when the regeneration of Eastside is able to generate sufficient demand. It

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is understood that BCC has had some initial discussions with bus operators, but to date there is no firm commitment as to when this might happen.

8.1.2 Train/Tram Birmingham City Centre is a major hub on the railway network and there are three stations in the vicinity of the site. These are: • Moor Street Station, which is located approximately 750m to the southwest of the site and approximately a nine minute walk away. • Birmingham New Street Station, which is located approximately 1,200m to the southwest of the site and approximately a fourteen minute walk away. • Birmingham Snow Hill Station, which is located approximately 1,200m to the west and approximately a fourteen minute walk away. In addition, the proposed High Speed 2 Rail Station, which would have an access through the existing Curzon Street Station building, is located approximately 250m to the southwest of the site. The existing Metro line between Birmingham city centre and Wolverhampton is accessible at Snow Hill Station. A new Metro line is proposed from the city centre along Digbeth High Street to Birmingham International Station/Airport. The new Metro would be within approximately a 10 minute walk of the site.

8.2 Pedestrians The existing pedestrian links to the site are generally good. There are pedestrian footways on both sides of Cardigan Street, Curzon Street, Albert Street, New Canal Street and Jennens Road, as is typical of an urban environment. To the southwest of the site there are pedestrian crossing facilities at the New Canal Street/ Curzon Street signal controlled junction which provide links to the city centre and Digbeth to the south. To the north of the site there are staggered pedestrian crossings located on Jennens Road, either side of the junction with Cardigan Street. The reconstruction of the bus mall and Masshouse Circus to incorporate at grade pedestrian facilities has also enhanced the pedestrian links to the city centre. The regeneration of the Eastside area includes proposals for the widening of Cardigan Street and the creation of the City Park. The Cardigan Street scheme includes the widening of footways to 4m, a raised pedestrian crossing facility to align with the northern boundary of the City Park and bus stops. The City Park will run along the frontage of the City Centre Campus and Millennium Point before expanding to the south at its western end (next to Park Street). The main pedestrian entrance to the City Centre Campus will be off the City Park, which will provide a direct and enhanced route for pedestrian movements to the city centre, bus mall, Digbeth and other areas of Eastside. The City Park will connect with the proposed 4m wide footways on Cardigan Street creating a good link to the north and Aston University. The raised pedestrian crossing proposed as part of the Cardigan Street widening is ideally located for access to the east. The proposed City Centre Campus will include a bridge link on levels 2 and 3 connecting to the existing Millennium Point campus.

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In summary, the City Centre Campus is well located for pedestrian links to the city centre, public transport nodes, Millennium Point and Aston University.

8.3 Cyclists The site is well located in terms of existing cycle routes/facilities. Cardigan Street, Curzon Street and Albert Street are identified as advisory cycle routes. There are advanced cycle stop lines at the Curzon Street/New Canal Street signal controlled junction. New Canal Street is identified as an advisory cycle route to the south of Fazeley Street. To the west the Albert Street route intersects with the proposed National Cycle Network, Route 53 Birmingham to Rugby. Route 53 runs along the existing signed route on Fazeley Street, before heading north along Bartholomew Street, where it connects with Albert Street and the junction with Jennens Road/ Moor Street Queensway. There are toucan crossings at the junction and bus lanes on Jennens Road, which can be used by cyclists. To the east, Route 53 on Fazeley Street leads to Bordesley Green and via Montague Street to Ward End. The western end of Fazeley Street, beyond Route 53 is identified as an advisory cycle route as far as Park Street where there is a toucan crossing connecting Eastside with the city centre. To the east, the advisory route on Curzon Street terminates at the Digbeth Branch Canal, where the canal tow path is identified as a route for cyclists. This route provides a link into Aston University to the north and ties into the existing Fazeley Street route to the south of the site. The proposed City Park will cross Albert Street between Curzon Street and Park Street, and Bartholomew Street, which are currently identified as cycle routes. These roads have been stopped up. It is envisaged that these routes would be replaced by routes through the City Park. Cycle parking for staff and students would be provided on the west side of the proposed campus under the bridge link to Millennium Point with space available for additional cycle parking spaces should demand require it.

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9 Travel Plan Framework

9.1 Introduction A Travel Plan is a package of measures that can be introduced to reduce the impact of travel and transport on the environment by making it convenient and cost effective for staff and students to car-share or use public transport, walk or cycle for some or all of their journeys. The intention is that reducing the proportion of driver-only car journeys will help to reduce traffic congestion and associated environmental impacts. For staff and students there will be the potential added benefit in terms of their personal health, better air quality and social opportunities afforded by the use of other modes of transport. It is recognised that the car has an important role to play in local transport and commerce, but an unrestrained growth in single-occupancy car use would have a damaging effect on the environment and economy over the long term. The use of a Travel Plan is one of the ways in which other modes of transport can be encouraged. The University already has a number of initiatives which reduce the transport impact arising from its operation and which are aimed to encourage sustainable travel choices. These will be built upon in respect of the City Centre Campus development. These initiatives include: • Travel information website; • Pool cars; • Shuttle mini-bus between sites; • BUGS/ bike doctor /bicycle salary sacrifice scheme, and • Travel survey for development of the shuttle mini bus service.

9.2 Elements of the Travel Plan At this stage in the process it is important to set up the framework in which to develop a full Travel Plan. It is important that somebody takes ‘ownership’ of the plan to ensure that it remains on course and to review and update the plan as the development matures and new issues and initiatives arise. The University will therefore appoint a Travel Plan Coordinator prior to occupation of the development. The role of Travel Plan Coordinator is best undertaken by the University or a consultant acting directly on their behalf, as there are likely to be deliverables such as pedestrian links and cycle parking which must be in place from the first day of occupancy. The existing travel information website will be developed to encompass the City Centre Campus for first occupation.

9.3 Objectives The main objective of the Travel Plan is to minimise single-occupancy car use for journeys to and from the City Centre Campus.

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A number of other objectives will support this main objective: • Encourage cycling and walking through the development of facilities that meet the needs of users by being safe and convenient; • Stimulate public transport use through the provision of information and promotional material including real-time on-line information where available; and • Facilitate car sharing through the use of an on-line registration scheme for staff.

9.4 Management As the development progresses and the University gains a better understanding of who will be relocated to the City Centre Campus, the Travel Plan will be developed. In the six months prior to occupation, the University will undertake a travel survey of the staff that will be relocated to the City Centre Campus and in the six months post occupation a similar survey of students will be carried out. These surveys will provide baseline data for the preparation and development of the Travel Plan and the Travel Plan Coordinator will deal with issues that arise from the surveys. Promotion of sustainable modes such as walking, cycling and public transport will be advertised via the travel website. Concerns regarding accessibility can be met through the following measures: • Maps of cycle/walking routes and public transport; • Start packs containing travel information; • Travel guides in the prospectuses may be provided; and • The University website will contain updated information.

9.5 Measures

9.5.1 Walking The following measures can encourage walking to the University’s City Centre Campus: • Provision of maps of the immediate area around the University and links to the city centre, including the walking times; and • Participation in local promotional events such as Green Transport Week. Participating in such events can get staff out of their normal routines and let them realise how easy it is to make a difference.

9.5.2 Cycling The following measures can encourage staff and students to cycle to the University’s City Centre Campus:

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• Secure, covered visitor cycle parking (included in the proposed scheme); • Provision of cycle route maps; • Lockers for clothes and equipment, and showering facilities (included in the proposed scheme); • Secure drying area for clothes; • Bicycle User Group/ Bike Doctor/ bicycle salary sacrifice scheme; and • Setting up a Bike User Group through the University Intranet.

9.5.3 Public Transport The following measures can encourage staff and students to use the excellent public transport links that operate close to the site. • Provision of bus maps to staff and students; • The University will join Company TravelWise (the University is already a member); • Discount season tickets promoted through the University; • The University will advertise the 16-18 travel passes from TravelWise for students to use; and • Discounted day tickets for staff who undertake business trips.

9.5.4 Car Share Scheme There will be no standard car parking spaces on the City Centre Campus site, which will encourage use of more sustainable modes. Nevertheless there remains the opportunity to encourage car sharing for those still using a car, and the University will set up a car share database. The University will consider the following measures to further encourage car sharing. • Events such as car share postcode coffee mornings may be arranged to allow people to meet the people in the area that are willing to car share, this makes the process a lot less daunting; • Promotion on savings on car parking charges; • Promotion of fuel cost savings, particularly those with longer journeys; and • Opening up car share to non-car owners i.e. you can give someone a lift and still benefit by splitting the costs. This will attract a wider pool of potential users.

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10 Discussions with Birmingham City Council

10.1 Scope The scope of the Transport Assessment was discussed at a meeting with BCC transportation engineers on 24th September 2010, and the notes of the meeting are included in Appendix D.

10.2 Proposed Access Arrangement During October 2010 there were discussions relating to the provision of a two way access to the service yard and disabled car park off the proposed multi-storey car park road. BCC confirmed that this was an acceptable arrangement in an email dated 19th October 2010. The agreed access layout is shown on Figure 3. Because the proposed access arrangement does not require modifications to the public highway which would normally require a Section 278 Agreement, it is envisaged that the access works would be dealt with by planning condition.

10.3 Trip Generation and Traffic Impact A review of the multi-storey car park Transport Assessment and an analysis of the trip generation and potential traffic impact of the proposed City Centre Campus were sent to BCC on 9th November 2010. Upon review of the submission, BCC confirmed that no further analysis beyond that included in the note would be required in the Transport Assessment. The correspondence with the highway authority is included in Appendix D.

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11 Construction (Design and Management) Regulations

The purpose of the Construction (Design and Management) Regulations 2007 (CDM Regulations) is to ensure that health and safety is managed and co- ordinated throughout all stages of a construction project. The CDM Regulations impose duties on those who can contribute to the health and safety of a construction project, including the designer. To comply with our legal duties as a designer involved at the planning stage we have prepared a CDM hazard register which is contained in Appendix E. The Hazard Register should be passed to the CDM Coordinator for inclusion in the Health and Safety Plan.

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12 Summary and Conclusions

12.1 Introduction The proposed development comprises a new campus for Birmingham City University, which will have a gross floor area of 18,310m2 and provides for the Birmingham Institute of Art and Design and Performance, Media and English. The development would replace and consolidate facilities primarily located at Gosta Green.

12.2 Access and Parking Access to the proposed City Centre Campus will be at the rear of the development and via the road to the proposed multi-storey car park off Cardigan Street. It would provide access to the service yard and the disabled car park. The access arrangement has been agreed with BCC. It is proposed that the City Centre Campus would not have any standard car parking spaces. An area has been included for eight disabled car parking spaces. There are plenty of public car parks available, including the proposed multi-storey car park, in the event that staff or visitors need to use a car. The service yard has been designed to accommodate the manoeuvres of 10m rigid vehicles, and includes two HGV bays, a compactor, two van bays and a biomass loading area.

12.3 Trip Generation It is estimated that the proposed City Centre Campus could generate 179 vehicle trips in the AM peak hour and 105 vehicle trips in the PM peak hour.

12.4 Traffic Impact In the weekday AM peak hour the increase in traffic flows at the local junctions as a result of the proposed City Centre Campus would be insignificant. In the PM peak, the percentage impact would be halved compared with the impact of Vertical Theme Park which was the previous proposal for the site. The impact has been agreed with BCC.

12.5 Sustainable Transport The close proximity of the site to Birmingham city centre means that there is excellent access to an extensive public transport network, providing links to most of the West Midlands and other major conurbations. The City Centre Campus will have excellent pedestrian/cycle links to the city centre and public transport nodes via the proposed City Park, and will include a bridge link at two levels between the proposed campus and Millennium Point.

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12.6 Conclusion We conclude that in terms of traffic/transportation issues there are no grounds on which this application should be refused planning permission.

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Figures

Birmingham City University Proposed City Centre Campus Phase 1 BIAD Transport Assessment

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Appendix A Site Masterplan

This drawing is the copyright of Plincke Landscape Limited. Do not scale from this drawing. All dimensions/ levels to be checked. Plincke Landscape Limited accept no liability for any expense loss or damage of whatsoever nature and however arising from any variation made to this drawing or in the execution of the work to which it relates which has not been referred to them and their prior approval obtained.

General Notes: NORTH

r d i g a n

Street

Road

Jennens

MSCP

al Street Gosp

Street

City Centre Campus Phase 1

A 13.01.11 Minor revisions following DTM comments RW WB CAB 0 09.12.10 DRAFT Issue for review and comment RW WB CAB

REV DATE COMMENTS DRN CHK APP

Ca 4 - 6 Victoria Terrace • Leamington Spa • Warwickshire • CV31 3AB rd T +44 (0)1926 886477 • F +44 (0)1926 882406

i Millennium Point g a n

Street Birmingham City University City Centre Campus Project Office Millennium Point Curzon Street Birmingham City Park B4 7XG

Project:

PLOT 35 - BIAD

Drawing Title:

LANDSCAPE MASTERPLAN

n Street Discipline: urzo C LANDSCAPE

Status: STAGE D/ PLANNING

Drawn by: Date: Scale: PLL 09/12/10 1:500 City Park Job number: Client number: M13.10 1435 A1

Revision: PLI-L-P1-ZZ-GA-101 A

Appendix B Cycle Parking (BREEAM)

Birmingham City University - BIAD CYCLE STORAGE PROVISION Number: 3106-AAR-01-XX-CA-A-002 Revision: 02 Date: 02/09/2010 drwn/chkd: ds/jh This analysis is based upon the following documents:

- BIAD Staff and Student numbers from New Canal Street scheme - Schedule of Accommodation "Plot 35 Area Schedule 10 07 07" from BCU

CRITERIA

To comply with BREEAM Education 2008, Issue Tra3 Credit 1

The number of compliant cycle storage spaces provided is as follows:

Number of Spaces number of building users

10% 0 500

7% 501 1000

5% 1001

"Building users" is defined as the typical number of staff and estimated or actual number of pupils/students likely to be using the building during a typical academic term-time/semester day, i.e. "occupancy". Sites in city centre locations can reduce by 50% the criteria for compliant cycle spaces where at least three of the available BREEAM credits for provision of public transport (Tra 1) have been awarded.

STUDENT POPULATION

This analysis is based upon Total Student Occupancy as calculated in 3106-AAR-01-XX-CA-A-000.

Total Student Occupancy Numbers Total

BIAD 2422 1547 PME 998 121

Total Student Occupancy 3420 1668

STAFF POPULATION

This analysis is based upon Total Staff Occupancy as calculated in 3106-AAR-01-XX-CA-A-000.

Total Staff Occupancy Numbers Total

BIAD 149 104 Workshops 16 11 SU 2 1 SS 7 5 Corporate Hub 22 15 Estates 8 6 CICT 7 5

Total Staff Occupancy 211 147

BUILDING POPULATION - TOTAL

Occupancy Total Numbers Total

Students 3420 1668 Staff 211 147

Total 3631 1815

CYCLE STORAGE PROVISION CALCULATION

City Centre Location and 3 credits awarded under BREEAM Tra1? Yes

Number of Reduction for City Centre Building Users % Spaces Location 0 - 500 500 10% 50 501 - 1000 500 7% 35 1001 plus 815 5% 41

Total 1815 126 63

Assumptions:

1. Student population based upon figures provided by Faculties 2. Full time students in building 65% of time. Part time students in building 20% of time. (As Russell Partnership figures) 3. PME students visiting Workshops treated as part time students for occupancy figures. 4. TEE students visiting Workshops 5% of total for occupancy figures. Total TEE student numbers taken from Russell report. 5. Staff population based upon design loads of staff offices. Meeting rooms not included. 6. Full time staff in building 70% of time. Part time staff in building 35% of time.

Appendix C TRICS Data

TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 1 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 04 - EDUCATION Category : C - COLLEGE/UNIVERSITY MULTI-MODAL VEHICLES

Selected regions and areas: 02 SOUTH EAST BD BEDFORDSHIRE 1 days ES EAST SUSSEX 1 days 06 WEST MIDLANDS WO WORCESTERSHIRE 1 days 08 NORTH WEST GM GREATER MANCHESTER 1 days 09 NORTH TV TEES VALLEY 1 days 10 WALES CF CARDIFF 1 days 11 SCOTLAND HI HIGHLAND 1 days

Filtering Stage 2 selection:

Parameter: Gross floor area Range: 6700 to 80000 (units: sqm)

Public Transport Provision: Selection by: Include all surveys

Date Range: 01/01/02 to 19/11/09

Selected survey days: Monday 2 days Tuesday 2 days Wednesday 1 days Thursday 1 days Friday 1 days

Selected survey types: Manual count 7 days Directional ATC Count 0 days

Selected Locations: Town Centre 1 Edge of Town Centre 2 Suburban Area (PPS6 Out of Centre) 4

Selected Location Sub Categories: Industrial Zone 1 Residential Zone 2 Out of Town 1 No Sub Category 3 TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 2 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

LIST OF SITES relevant to selection parameters

1 BD-04-C-01 SIXTH FORM COLLEGE, LUTON BEDFORDSHIRE BRADGER'S HILL ROAD

LUTON Suburban Area (PPS6 Out of Centre) No Sub Category Total Gross floor area: 1 1 3 8 0 sqm Survey date: MONDAY 11/10/04 Survey Type: MANUAL 2 CF-04-C-01 CATERING COLLEGE, CARDIFF CARDIFF COLCHESTER AVENUE PEN-Y-LAN CARDIFF Suburban Area (PPS6 Out of Centre) Industrial Zone Total Gross floor area: 1 1 8 2 2 sqm Survey date: FRIDAY 18/10/02 Survey Type: MANUAL 3 ES-04-C-04 COLLEGE, BEXHILL EAST SUSSEX PENLAND ROAD

BEXHILL ON SEA Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 1 0 1 2 5 sqm Survey date: MONDAY 10/11/08 Survey Type: MANUAL 4 GM-04-C-01 UNI. CAMPUS, MANCHESTER GREATER MANCHESTER PERU STREET SALFORD MANCHESTER Edge of Town Centre No Sub Category Total Gross floor area: 1 7 2 5 0 sqm Survey date: TUESDAY 05/10/04 Survey Type: MANUAL 5 HI-04-C-01 COLLEGE, FORT WILLIAM HIGHLAND CARMICHAEL WAY

FORT WILLIAM Edge of Town Centre Out of Town Total Gross floor area: 1 5 3 5 0 sqm Survey date: WEDNESDAY 20/05/09 Survey Type: MANUAL 6 TV-04-C-01 ART COLLEGE, HARTLEPOOL TEES VALLEY CHURCH SQUARE

HARTLEPOOL Town Centre No Sub Category Total Gross floor area: 6 7 0 0 sqm Survey date: THURSDAY 21/04/05 Survey Type: MANUAL TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 3 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

LIST OF SITES relevant to selection parameters (Cont.)

7 WO-04-C-01 UNIVERSITY, WORCESTER WORCESTERSHIRE HENWICK GROVE

WORCESTER Suburban Area (PPS6 Out of Centre) Residential Zone Total Gross floor area: 8 0 0 0 0 sqm Survey date: TUESDAY 06/10/09 Survey Type: MANUAL TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 4 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

TRIP RATE for Land Use 04 - EDUCATION/C - COLLEGE/UNIVERSITY MULTI-MODAL VEHICLES Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 7 21804 0.119 7 21804 0.031 7 21804 0.150 08:00 - 09:00 7 21804 0.759 7 21804 0.217 7 21804 0.976 09:00 - 10:00 7 21804 0.612 7 21804 0.187 7 21804 0.799 10:00 - 11:00 7 21804 0.337 7 21804 0.276 7 21804 0.613 11:00 - 12:00 7 21804 0.257 7 21804 0.252 7 21804 0.509 12:00 - 13:00 7 21804 0.257 7 21804 0.329 7 21804 0.586 13:00 - 14:00 7 21804 0.330 7 21804 0.290 7 21804 0.620 14:00 - 15:00 7 21804 0.225 7 21804 0.282 7 21804 0.507 15:00 - 16:00 7 21804 0.154 7 21804 0.362 7 21804 0.516 16:00 - 17:00 7 21804 0.206 7 21804 0.533 7 21804 0.739 17:00 - 18:00 7 21804 0.149 7 21804 0.426 7 21804 0.575 18:00 - 19:00 7 21804 0.200 7 21804 0.224 7 21804 0.424 19:00 - 20:00 4 30681 0.096 4 30681 0.139 4 30681 0.235 20:00 - 21:00 4 30681 0.053 4 30681 0.104 4 30681 0.157 21:00 - 22:00 3 35158 0.018 3 35158 0.179 3 35158 0.197 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 3.772 3.831 7.603

Parameter summary

Trip rate parameter range selected: 6700 - 80000 (units: sqm) Survey date date range: 01/01/02 - 19/11/09 Number of weekdays (Monday-Friday): 7 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 16 TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 5 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

TRIP RATE for Land Use 04 - EDUCATION/C - COLLEGE/UNIVERSITY MULTI-MODAL CYCLISTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 7 21804 0.008 7 21804 0.001 7 21804 0.009 08:00 - 09:00 7 21804 0.047 7 21804 0.000 7 21804 0.047 09:00 - 10:00 7 21804 0.040 7 21804 0.003 7 21804 0.043 10:00 - 11:00 7 21804 0.017 7 21804 0.003 7 21804 0.020 11:00 - 12:00 7 21804 0.010 7 21804 0.010 7 21804 0.020 12:00 - 13:00 7 21804 0.014 7 21804 0.027 7 21804 0.041 13:00 - 14:00 7 21804 0.022 7 21804 0.009 7 21804 0.031 14:00 - 15:00 7 21804 0.018 7 21804 0.015 7 21804 0.033 15:00 - 16:00 7 21804 0.007 7 21804 0.020 7 21804 0.027 16:00 - 17:00 7 21804 0.004 7 21804 0.048 7 21804 0.052 17:00 - 18:00 7 21804 0.003 7 21804 0.022 7 21804 0.025 18:00 - 19:00 7 21804 0.010 7 21804 0.021 7 21804 0.031 19:00 - 20:00 4 30681 0.003 4 30681 0.012 4 30681 0.015 20:00 - 21:00 4 30681 0.002 4 30681 0.015 4 30681 0.017 21:00 - 22:00 3 35158 0.001 3 35158 0.000 3 35158 0.001 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 0.206 0.206 0.412

Parameter summary

Trip rate parameter range selected: 6700 - 80000 (units: sqm) Survey date date range: 01/01/02 - 19/11/09 Number of weekdays (Monday-Friday): 7 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 16 TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 6 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

TRIP RATE for Land Use 04 - EDUCATION/C - COLLEGE/UNIVERSITY MULTI-MODAL VEHICLE OCCUPANTS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 7 21804 0.138 7 21804 0.029 7 21804 0.167 08:00 - 09:00 7 21804 0.926 7 21804 0.069 7 21804 0.995 09:00 - 10:00 7 21804 0.768 7 21804 0.105 7 21804 0.873 10:00 - 11:00 7 21804 0.413 7 21804 0.210 7 21804 0.623 11:00 - 12:00 7 21804 0.313 7 21804 0.282 7 21804 0.595 12:00 - 13:00 7 21804 0.310 7 21804 0.397 7 21804 0.707 13:00 - 14:00 7 21804 0.406 7 21804 0.341 7 21804 0.747 14:00 - 15:00 7 21804 0.255 7 21804 0.350 7 21804 0.605 15:00 - 16:00 7 21804 0.154 7 21804 0.474 7 21804 0.628 16:00 - 17:00 7 21804 0.145 7 21804 0.670 7 21804 0.815 17:00 - 18:00 7 21804 0.164 7 21804 0.518 7 21804 0.682 18:00 - 19:00 7 21804 0.249 7 21804 0.289 7 21804 0.538 19:00 - 20:00 4 30681 0.119 4 30681 0.181 4 30681 0.300 20:00 - 21:00 4 30681 0.070 4 30681 0.152 4 30681 0.222 21:00 - 22:00 3 35158 0.028 3 35158 0.230 3 35158 0.258 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 4.458 4.297 8.755

Parameter summary

Trip rate parameter range selected: 6700 - 80000 (units: sqm) Survey date date range: 01/01/02 - 19/11/09 Number of weekdays (Monday-Friday): 7 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 16 TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 7 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

TRIP RATE for Land Use 04 - EDUCATION/C - COLLEGE/UNIVERSITY MULTI-MODAL PEDESTRIANS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 7 21804 0.020 7 21804 0.005 7 21804 0.025 08:00 - 09:00 7 21804 0.717 7 21804 0.054 7 21804 0.771 09:00 - 10:00 7 21804 0.699 7 21804 0.121 7 21804 0.820 10:00 - 11:00 7 21804 0.538 7 21804 0.246 7 21804 0.784 11:00 - 12:00 7 21804 0.350 7 21804 0.409 7 21804 0.759 12:00 - 13:00 7 21804 0.537 7 21804 0.764 7 21804 1.301 13:00 - 14:00 7 21804 0.760 7 21804 0.609 7 21804 1.369 14:00 - 15:00 7 21804 0.381 7 21804 0.548 7 21804 0.929 15:00 - 16:00 7 21804 0.227 7 21804 0.542 7 21804 0.769 16:00 - 17:00 7 21804 0.119 7 21804 0.828 7 21804 0.947 17:00 - 18:00 7 21804 0.096 7 21804 0.318 7 21804 0.414 18:00 - 19:00 7 21804 0.124 7 21804 0.238 7 21804 0.362 19:00 - 20:00 4 30681 0.097 4 30681 0.129 4 30681 0.226 20:00 - 21:00 4 30681 0.061 4 30681 0.112 4 30681 0.173 21:00 - 22:00 3 35158 0.063 3 35158 0.085 3 35158 0.148 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 4.789 5.008 9.797

Parameter summary

Trip rate parameter range selected: 6700 - 80000 (units: sqm) Survey date date range: 01/01/02 - 19/11/09 Number of weekdays (Monday-Friday): 7 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 16 TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 8 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

TRIP RATE for Land Use 04 - EDUCATION/C - COLLEGE/UNIVERSITY MULTI-MODAL PUBLIC TRANSPORT USERS Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 7 21804 0.007 7 21804 0.000 7 21804 0.007 08:00 - 09:00 7 21804 0.421 7 21804 0.002 7 21804 0.423 09:00 - 10:00 7 21804 0.341 7 21804 0.032 7 21804 0.373 10:00 - 11:00 7 21804 0.140 7 21804 0.047 7 21804 0.187 11:00 - 12:00 7 21804 0.119 7 21804 0.048 7 21804 0.167 12:00 - 13:00 7 21804 0.089 7 21804 0.112 7 21804 0.201 13:00 - 14:00 7 21804 0.104 7 21804 0.117 7 21804 0.221 14:00 - 15:00 7 21804 0.079 7 21804 0.206 7 21804 0.285 15:00 - 16:00 7 21804 0.018 7 21804 0.161 7 21804 0.179 16:00 - 17:00 7 21804 0.012 7 21804 0.499 7 21804 0.511 17:00 - 18:00 7 21804 0.014 7 21804 0.099 7 21804 0.113 18:00 - 19:00 7 21804 0.003 7 21804 0.029 7 21804 0.032 19:00 - 20:00 4 30681 0.002 4 30681 0.020 4 30681 0.022 20:00 - 21:00 4 30681 0.001 4 30681 0.006 4 30681 0.007 21:00 - 22:00 3 35158 0.000 3 35158 0.002 3 35158 0.002 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 1.350 1.380 2.730

Parameter summary

Trip rate parameter range selected: 6700 - 80000 (units: sqm) Survey date date range: 01/01/02 - 19/11/09 Number of weekdays (Monday-Friday): 7 Number of Saturdays: 0 Number of Sundays: 0 Surveys manually removed from selection: 16 TRICS 2010(b)v6.6.2 280910 B14.41 (C) 2010 JMP Consultants Ltd on behalf of the TRICS Consortium Tuesday 23/11/10 University Trip Rates Page 9 Over Arup and Partners International Limited Blythe Valley Solihull Licence No: 701004

TRIP RATE for Land Use 04 - EDUCATION/C - COLLEGE/UNIVERSITY MULTI-MODAL TOTAL PEOPLE Calculation factor: 100 sqm BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days GFA Rate Days GFA Rate Days GFA Rate 00:00 - 01:00 0 0 0.000 0 0 0.000 0 0 0.000 01:00 - 02:00 0 0 0.000 0 0 0.000 0 0 0.000 02:00 - 03:00 0 0 0.000 0 0 0.000 0 0 0.000 03:00 - 04:00 0 0 0.000 0 0 0.000 0 0 0.000 04:00 - 05:00 0 0 0.000 0 0 0.000 0 0 0.000 05:00 - 06:00 0 0 0.000 0 0 0.000 0 0 0.000 06:00 - 07:00 0 0 0.000 0 0 0.000 0 0 0.000 07:00 - 08:00 7 21804 0.172 7 21804 0.035 7 21804 0.207 08:00 - 09:00 7 21804 2.112 7 21804 0.124 7 21804 2.236 09:00 - 10:00 7 21804 1.848 7 21804 0.261 7 21804 2.109 10:00 - 11:00 7 21804 1.107 7 21804 0.506 7 21804 1.613 11:00 - 12:00 7 21804 0.791 7 21804 0.750 7 21804 1.541 12:00 - 13:00 7 21804 0.950 7 21804 1.300 7 21804 2.250 13:00 - 14:00 7 21804 1.292 7 21804 1.076 7 21804 2.368 14:00 - 15:00 7 21804 0.733 7 21804 1.118 7 21804 1.851 15:00 - 16:00 7 21804 0.406 7 21804 1.198 7 21804 1.604 16:00 - 17:00 7 21804 0.280 7 21804 2.045 7 21804 2.325 17:00 - 18:00 7 21804 0.276 7 21804 0.957 7 21804 1.233 18:00 - 19:00 7 21804 0.385 7 21804 0.577 7 21804 0.962 19:00 - 20:00 4 30681 0.222 4 30681 0.341 4 30681 0.563 20:00 - 21:00 4 30681 0.134 4 30681 0.284 4 30681 0.418 21:00 - 22:00 3 35158 0.092 3 35158 0.318 3 35158 0.410 22:00 - 23:00 0 0 0.000 0 0 0.000 0 0 0.000 23:00 - 24:00 0 0 0.000 0 0 0.000 0 0 0.000 Total Rates: 1 0.800 1 0.890 2 1.690

Parameter summary

Appendix D Correspondence with BCC

Appendix E Hazard Register

Project Hazard Register

Project: Birmingham City University – City Centre Campus Job Number: 213825-00

Package / Topic (if applicable): Planning Design Stage (if applicable): Preliminary

Remember: Avoid – Reduce – Control and communicate relevant information to others (CDM Regulation 11)

Hazard Mitigation of Risk Follow Up (eg: Record Assess Refer Report) (Potential or Achieved) Further Action By * Completed *

Buried Services Service plans to be procured and appropriate Highways Designer (detailed design protection or diversion measures designed. stage) and Contractor Hand dug pits and location devices to be used to identify adjacent services. Overhead Services Service plans to be procured and appropriate Highways Designer (detailed design

protection or diversion measures designed. stage) and Contractor

Pedestrian Access/Crossing/Public Contractor to provide appropriate pedestrian Contractor Safety during the works management measures

Working with Live Traffic Contractor to provide appropriate traffic Contractor management measures

Traffic safety during the works Contractor to provide appropriate traffic Contractor management measures

J:\213000\213825-00\4 INTERNAL PROJECT DATA\4-05 REPORTS\4-05-11 TRANSPORTATION\CDM HAZARD REGISTER.DOC Project Hazard Register

Other site specific hazards e.g. To be considered by highways design team at Highways Designer (Detailed design drainage, proximity to schools, risk detailed design stage stage) of flooding, demolition, contaminated land, retaining walls, tree felling, etc

Please list: 1. 2. 3. 4. 5. 6. 7. 8.

* to be completed by the identified party at the appropriate time.

J:\213000\213825-00\4 INTERNAL PROJECT DATA\4-05 REPORTS\4-05-11 TRANSPORTATION\CDM HAZARD REGISTER.DOC