Food Hub, Aberdeen 04/02/2021 Reference number GB01T20F02 / 11025716
TRANSPORT STATEMENT
FOOD HUB, ABERDEEN TRANSPORT STATEMENT
IDENTIFICATION TABLE
Client/Project owner Opportunity North East
Project Food Hub, Aberdeen
Study Transport Statement
Type of document Final Report
Date 04/02/2021
Reference number GB01T20F02 / 11025716
Number of pages 31
APPROVAL
Version Name Position Date Modifications Angus Author Consultant 18/01/2021 Spence Checked Keith 1 Associate 18/01/2021 Draft Version by McGillivray Approved Keith Associate 18/01/2021 by McGillivray Angus Author Consultant 04/02/2021 Spence Checked Keith 2 Associate 04/02/2021 Revision 1 by McGillivray Approved Keith 04/02/2021 Associate by McGillivray
TABLE OF CONTENTS
1. INTRODUCTION 6
1.2 PURPOSE OF REPORT 7
1.3 REPORT STRUCTURE 7
1.4 CONSULTATION 7
2. POLICY CONTEXT 8
2.1 OVERVIEW 8
2.2 TRANSPORT ASSESSMENT GUIDANCE (TAG), 2012 8
2.3 SCOTTISH NATIONAL TRANSPORT STRATEGY (NTS) 2006 8
2.4 ABERDEEN LOCAL DEVELOPMENT PLAN 2017 9
2.5 SUMMARY 10
3. EXISTING CONDITIONS 11
3.1 OVERVIEW 11
3.2 SITE LOCATION 11
3.3 EXISTING PEDESTRIAN INFRASTRUCTURE 11
3.4 EXISTING CYCLING INFRASTRUCTURE 12
3.5 BUS SERVICES 13
3.6 LOCAL ROAD NETWORK 15
4. PROPOSED DEVELOPMENT 17
4.1 INTRODUCTION 17
4.2 SITE ACCESS 18
4.3 CAR PARKING 18
4.4 ELECTRIC VEHICLE CHARGING POINTS 19
4.5 PEDESTRIANS ACCESS 19
4.6 SITE SERVICING 19
5. TRIP GENERATION AND OPERATIONAL CHARACTERISTICS 21
5.1 INTRODUCTION 21
5.2 PEOPLE TRIP GENERATION 21
5.3 MODAL SPLIT 22
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6. MEASURES TO SUPPORT THE DEVELOPMENT 24
6.1 INTRODUCTION 24
6.2 MINIMUM UPGRADE WORKS 24
6.3 MASTERPLAN JUNCTION UPGRADE 26
7. SUMMARY AND CONCLUSIONS 28
7.1 SUMMARY 28
7.2 CONCLUSION 29
APPENDIX A – SWEPT PATH ANALYSIS 30
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LIST OF FIGURES
Figure 1. Site Location 6 Figure 2. Extract from Aberdeen LDP 2017 10 Figure 3. Walking Isochrones 12 Figure 4. Cycling Isochrones 13 Figure 5. Bus Stop Locations and Pedestrian Infrastructure 14 Figure 6. Typical Conditions on A96 in Vicinity of Application Site (View looking east) 16 Figure 7. Indicative Site Layout 17 Figure 8. Walton Road / A96 Minimum Junction Upgrade Works 25 Figure 9. Walton Road / A96 SRUC Masterplan Upgrade Works (Indicative) 27
LIST OF TABLES
Table 1. Summary of Local Bus Services 15 Table 2. Bucksburn South Modal Split 22 Table 3. Resultant Trip Generation by Travel Mode 23
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1. INTRODUCTION
1.1.1 SYSTRA Ltd (SYSTRA) has been commissioned by Opportunity North East (ONE) to prepare a Transport Statement for the development of a ‘Food Hub’ development, focused on creating accelerated growth of business, inspiring ambition and providing essential support for the Food and Drink sector. The application site is located on land in Craibstone, in north-west Aberdeen. The Food Hub site sits within a larger area of land to the north of the A96 and west of Dyce Drive. This area of land is the subject of separate masterplan proposals being developed by Scotland’s Rural College (SRUC). This Transport Statement will demonstrate how the Food Hub proposals are to be delivered within the context of the wider masterplan.
1.1.2 The site is shown in the context of adjacent land uses in Figure 1 below.
Figure 1. Site Location
1.1.3 The Food Hub proposals will comprise a series of individual spaces to enable research and development of emerging food and drink products and concepts. These facilities will provide ‘incubator’ spaces for small and independent businesses from across North East Scotland, giving them access to high-quality purpose-built facilities and bringing together expertise in the food development sector. The creation of a hub facility also provides a significant opportunity to consolidate delivery and servicing activities which would otherwise take place to a series of disparate locations across the north east catchment.
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1.2 Purpose of Report
1.2.1 The purpose of this Transport Statement (TS) is to describe the operational characteristics of the completed development and to explain how through a range of strategies and management actions, the Food Hub development can be accommodated at the site without detriment to the performance of the adjoining transport network.
1.3 Report Structure
1.3.1 The structure of this document aligns with the Transport Assessment Guidance (TAG) (Transport Scotland, 2012), and is structured, as follows:
Policy Context Existing Conditions Proposed Development Travel Characteristics and Demand Measures to support development Conclusions
1.4 Consultation
1.4.1 SYSTRA has discussed the development proposals with Transportation officers from Aberdeen City Council, setting out preliminary transportation and access-related considerations in the Aberdeen Food Hub Transportation Scoping paper, submitted in Summer 2020. SYSTRA, along with other design team members, has continued to liaise with ACC throughout the pre-application stages. This Transport Statement supplements the Scoping paper and builds on discussions between ACC and SYSTRA to date.
1.4.2 Members of the Food Hub design team have liaised with SRUC and its supporting team to ensure compatibility between discussions relating to site access upgrades.
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2. POLICY CONTEXT
2.1 Overview
2.1.1 This section provides an brief overview of the planning and transport policies which are relevant to the site and will influence the development.
2.2 Transport Assessment Guidance (TAG), 2012
2.2.1 TAG sets out the approach that should be taken for the preparation of Transport Statements and Transport Assessments. The guidelines detail the importance of understanding existing transport infrastructure and travel characteristics, before considering the nature and character of the proposed development and measures which will be implemented to support the proposals. Importantly, the Guidance places significant emphasis on the requirement to demonstrate that sites are, or can be made to be, accessible by sustainable travel modes.
2.2.2 The accessibility of the site will be measured through calculation of the travel time by each mode of access in a hierarchy of sustainability, with greater emphasis given to walking and cycling. TAG considers the following journey times as acceptable for each mode:
Walking: 20 – 30 minutes; Cycling: 30 – 40 minutes; and Public transport: generally a 30 minute door to door travel time (including walk, wait, journey and walk to destination).
2.3 Scottish National Transport Strategy (NTS) 2006
2.3.1 In its introductory paragraph, the NTS states:
“We want Scotland to be a strong, healthy and just society and to have an environment which provides conditions for the improving health and well-being of people in Scotland. We want Scotland to reduce its global environmental and climate impact through sustainable development.”
2.3.2 Produced against a background of promoting economic development, social inclusion and safety as well as transport integration, the NTS also recognises the cost to and challenges that face our environment. In an attempt to break the link between economic growth, increased traffic and increased emissions, the NTS has set out a series of measures and objectives that the government intends to implement across Scotland. Among these measures are ‘Smart Measures’.
2.3.3 The Scottish Government has described Smart Measures as a combination of infrastructure measures that favour active travel and public transport use along with behaviour change campaigns that promote the benefits of more active and sustainable travel.
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2.3.4 Every year, high levels of traffic congestion costs the local economy in terms of delays, reduced reliability and increased fuel costs. In his Review published in 2007, Sir Nicholas Stern concluded that to achieve vital atmospheric stabilisation, ‘deep emissions cuts will be required in the transport sector’.
2.3.5 The five ‘high level’ objectives of the plan are:
Promote economic growth by building, enhancing managing and maintaining transport services, infrastructure and networks to maximise their efficiency; Promote social inclusion by connecting remote and disadvantaged communities and increasing the accessibility of the transport network; Protect our environment and improve health by building and investing in public transport and other types of efficient and sustainable transport which minimise emissions and consumption of resources and energy; Improve safety of journeys by reducing accidents and enhancing the personal safety of pedestrians, drivers, passengers and staff; and Improve integration by making journey planning and ticketing easier and working to ensure smooth connection between different forms of transport.
2.4 Aberdeen Local Development Plan 2017
2.4.1 With reference to Figure 2, the application site is located within Zone OP19, which is identified as a ‘Specialist Employment Area’ under Policy B2. The following requirements are applicable for Policy B2:
“In areas that are identified as Specialist Employment Areas on the Proposals Map, only Class 4 (Business) uses shall be permitted in order to maintain a high quality environment. Activities associated with research, design and development, knowledge-driven industries and related education and training will be encouraged in these areas. The exception is proposals at the Aberdeen Energy Park where a mix of Class 4 (Business), Class 5 (General Industrial) and Class 6 (Storage and Distribution) uses will be considered if it can be shown that the respective uses can co-exist without eroding the amenity of the park.
Facilities that directly support business uses may be permitted where they enhance the attraction and sustainability of the Specialist Employment Area for investment. Such facilities should be aimed primarily at meeting the needs of businesses and employees within the Specialist Employment Area.”
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Figure 2. Extract from Aberdeen LDP 2017
2.4.2 More specifically the application site sites within land area OP19 (Rowett North), a 63.9ha area of land zoned as a Specialist Employment Area, Green Space Network and Airport Public Safety Zone. Further detailing surrounding this area of land is provided within the LDP, as follows:
“Opportunity for development of Aberdeen Exhibition and Conference Centre and complimentary employment uses. Masterplan under preparation. This site may be at risk of flooding. A flood risk assessment will be required to accompany any future development proposals for this site.”
2.5 Summary
2.5.1 The following chapters discuss the nature of the Food Hub proposals, helping to demonstrate how the completed development will support national and local policies.
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3. EXISTING CONDITIONS
3.1 Overview
3.1.1 This section of the report provides an assessment of the established local transport network, demonstrating the wide range of opportunities to access the site by a range of travel modes.
3.2 Site Location
3.2.1 The development proposals relate to a greenfield site in north west Aberdeen, located approximately 1km due south of Aberdeen Airport. It is located adjacent to the A96 road corridor, approximately 300m to the east of the A96 / Airport Road roundabout and approximately 720m to the east of the nearest point of access to the Aberdeen Western Peripheral Route.
3.2.2 The Food Hub will be delivered within the western portion of land which is bounded by Walton Road to the west, Dyce Drive to the east, the Green Burn to the north and the A96 corridor to the south. The full site is the subject of separate proposals being evolved by Scotland’s Rural College (SRUC) to develop a campus facility for the rural and agricultural sector. ONE’s proposals are only concerned with the Food Hub, with the wider masterplan being taken forward by SRUC as part of a separate, third-party application.
3.3 Existing Pedestrian Infrastructure
3.3.1 Pedestrian infrastructure in the vicinity of the site reflects its undeveloped and greenfield nature. Footways on the northern side of the A96 provide a link from the A96 / Walton Road junction to the nearby eastbound bus stop, however footways are not present beyond this point until the Dyce Drive / A96 / Craibstone Drive signalised junction. From this point, heading east on the A96 towards Aberdeen city centre footways, of approximately 2.5m – 3m in width, are provided on both sides of the road. Column- mounted street lighting is provided on the A96.
3.3.2 Airport Road, which runs in a north-south direction approximately 400m east of the application site incorporates footways of approximately 2.5m in width on both sides of the carriageway. All junctions on Airport Road are signalised and feature dedicated pedestrian crossing points with pedestrian refuge islands incorporated where carriageway widths exceed acceptable crossing distances.
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3.3.3 SYSTRA has evaluated the catchment within which pedestrian trips associated with the facility might be made. In line with conventional practice, Figure 3 shows the 400m, 800m, 1,200m and 1,600m walking isochrones originating from the site. These distances reflect walk times of 5, 10, 15 and 20 minutes, respectively.
Figure 3. Walking Isochrones
3.3.4 Figure 3 indicates that facilities such as Aberdeen Airport, Aberdeen Conference Centre and southern areas of Kirkhill Industrial Estate are accessible on foot within a 20 minute walk time.
3.4 Existing Cycling Infrastructure
3.4.1 Dedicated cycling infrastructure in the vicinity of the site varies in nature from on-road, on shared cycleway / footway and off-road. As states above, footways in the vicinity of the site are approximately 2.5m – 3m in width, which is considered conducive to both walking and cycling trips.
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3.4.2 Figure 4 below shows the 10, 20, 30 and 40-mintute cycle isochrones centred on the application site. This figure highlights the extensive catchment within which cycle trips to the facility could be made. The construction of the isochrone assumes an average cycling speed of 16km/h, based upon the guidelines set out in ‘Cycling by Design’ (Transport Scotland, 2010).
Figure 4. Cycling Isochrones
3.4.3 Figure 4 indicates that the visitors to the Food Hub site have the potential to travel there within a reasonable cycle time from throughout Aberdeen and beyond.
3.5 Bus Services
3.5.1 The eastbound bus stop on the A96 is located 100m south of the application site, within the maximum ‘acceptable’ walking distance of 400m stipulated within TAG. This stop incorporates a layby, Kassel kerbline, passenger shelter and stop-specific timetable information.
3.5.2 Figure 5 illustrates the location of bus stops in the vicinity of the site along with the immediate pedestrian infrastructure.
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Figure 5. Bus Stop Locations and Pedestrian Infrastructure
3.5.3 Figure 5 demonstrates that the eastbound bus stop closest to the site can be readily accessed using established pedestrian infrastructure. The closest westbound stop is located on the A96, approximately 950m south-east of the application site, opposite the new Aberdeen Conference Centre. A continuous network of footways and pedestrian crossing points are present enabling theoretical access to this bus stop from the site, however, it is recognised that this stops sits outwith the 400m maximum walking distance stipulated in TAG.
3.5.4 In addition to bus stops on the A96, the Craibstone Park and Ride is located approximately 550m north-west of the application site. This site is currently unused, however, in anticipation of services being restored to the site, the P&R facility is very well-located to support trips associated with the Food Hub.
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3.5.5 Table 1 below provides a summary of currently available services operating from the eastbound bus stop on the A96.
Table 1. Summary of Local Bus Services
Average Frequency (mins) Service No Route Key Destinations Mon - Fri Sat Sun Inverurie - Inverness - Nairn - 10 Inverurie - Aberdeen Elgin - Keith - Huntly - Aberdeen 60 60 60 Bus Station
Inverurie - Inverness - Nairn - 10B Inverurie - Aberdeen Elgin - Keith - Huntly - Aberdeen 5 Services 3 Services 3 Services Bus Station
Inverurie - Aberdeen - Huntly - 10C Inverurie - Aberdeen 1 Service 1 Service No Service Oyne - ARI
Aberdeen Bus Station - ARI - 37 Inverurie - Aberdeen 60 60 60 Blackburn - Kintore - Inverurie
Alford - Tillyfourie - Monymusk - 220 Kemnay - Alford Kemnay High Street - Kintore - 60 60 4 Services Blackburn - Aberdeen Bus Station Alford - Whitehouse - Tillyfourie - Monymusk - Kemnay - Blackburn - X20 Kemnay - Alford 120 4 Services 3 Services Kittybrewster - Aberdeen Bus Station 3.6 Local Road Network
3.6.1 The site is well-located to cater for vehicle trips, from throughout Aberdeen and the wider north-east catchment. A description of the local road network is provided, as follows:
Walton Road
3.6.2 Walton Road is a single carriageway road of approximately 5.5m width, extending northwards from the A96 to the immediate west of the Food Hub site. The A96 / Walton Road junction takes the form of a ‘left-in, left-out’ priority arrangement with a low- capacity underpass facilitating vehicular access between the north and south sides of the A96.
3.6.3 Walton Road provides a vehicular link from the A96 north-westwards to Airport Road. It is a lightly trafficked route which caters for movements associated with the small number of buildings located throughout the SRUC masterplan area.
A96
3.6.4 The A96 is a key transport route which links Aberdeen and Inverness. It connects central Aberdeen with the outlying suburb of Bucksburn, the Dyce industrial area, including Aberdeen Airport and outlying towns such as Kintore and Inverurie. It its vicinity to the Food Hub site, the A96 is a two-way dual-carriageway with a posted speed limit of 40mph. Key junctions on the A96 with Dyce Drive and Airport Road to the east and west, respectively, are signal controlled and incorporate dedicated pedestrian crossing points.
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High-quality pedestrian and cycle facilities are provided over the 100m section of the A96 immediately to the east of the Airport Road. Figure 6 below shows typical conditions on the A96, looking east with the Food Hub site to the left.
Figure 6. Typical Conditions on A96 in Vicinity of Application Site (View looking east)
Source: Google
Dyce Drive and Airport Road
3.6.5 At their respective intersections with the A96, Dyce Drive and Airport Road are spaced 500m apart. Dyce Drive bends towards the north west, intersecting Airport Road 500m to the north of its own junction with the A96. Between them, these two roads provide strategic access and route choice for those travelling to and from the Dyce industrial area and Aberdeen Airport.
A90
3.6.6 The A90 Aberdeen Western Peripheral Route (AWPR) provides a high-capacity strategic transport link between north and south Aberdeen, avoiding the city centre. It is connected to the A96 corridor by the C89C Chapel of Stoneywood / Fairley Road which forms the southern arm of the A96 / Airport Road signalised roundabout.
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4. PROPOSED DEVELOPMENT
4.1 Introduction
4.1.1 The Food Hub proposals will comprise a series of individual spaces to enable research and development of emerging food and drink products and concepts. These facilities will provide ‘incubator’ spaces for small and independent businesses from across North East Scotland, giving them access to high-quality purpose-built facilities and bringing together expertise in the food development sector. The creation of a hub facility also provides a significant opportunity to consolidate delivery and servicing activities which would otherwise take place to a series of disparate locations across the north east catchment.
4.1.2 The Class 4 Food Hub building will have a total floorspace of circa 3,000m2, located between the car park and the service yard area The building will be sub-divided into a series of 12 individual incubator spaces with adjacent break-out and demonstration spaces. The incubator units will be sub-let to small tenant organisations, with each pursuing individual research and development projects. While details are still being evolved, it is expected that incubator spaces will have an approximate area of between 100m2 and 150m2, providing storage and working space for groups of 1 to 3 people.
4.1.3 The Food Hub will be located within the south western portion of the SRUC site, immediately to the north of the A96. An indicative site layout plan is shown in Figure 7
Figure 7. Indicative Site Layout
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4.2 Site Access
4.2.1 Access to the site will be taken from the A96 via Walton Road using the established left-in, left-out arrangement. In its present form, Walton Road supports simultaneous two-way operation, albeit the carriageway is width-constrained. Details of modest geometric works to upgrade the established junction and the section of road between Walton Road and the A96 are provided in Section 6.
4.2.2 A new priority junction on Walton Road will be formed approximately 50m to the north of the existing A96 / Walton Road junction, with a new link then extending eastwards along the northern boundary of the Food Hub site.
4.2.3 Two priority junctions will be formed on the service road approximately 35m and 145m to the east of Walton Road, providing access to the car parking area and the site service yard, respectively. The new service road will incorporate pedestrian and cycle facilities where appropriate, ensuring the development is well-connected to the shared paths and bus stop provision on the A96.
4.2.4 An examination of total person trip generation associated with the Food Hub operation is provided in Section 5. As the analysis demonstrates, traffic generation to and from the site is limited and does not trigger the need for any highway capacity mitigation measures. Alterations to the A96 / Walton Road junction are necessary to ensure the limited number of Food Hub-related service and delivery vehicles can be safely and efficiently accommodated.
4.3 Car Parking
4.3.1 On-site parking will be provided for up to 60 cars. Details are provided in a subsequent section of the Parking Management Strategy that will be implemented by Food Hub, with cars only being permitted access to the site by arrangement with the site factor or management agent.
4.3.2 With reference to ACC’s Supplementary Guidance on Transport and Accessibility, the Food Hub site is defined as being in the ‘Outer City’ zone. For Class 4 development, which is simply expressed in ACC’s guidance as ‘offices’, the standards require that for Class 4 development, car parking spaces are provided at a rate of 1 per 30m2. Based on an overall floorspace of approximately 3,000m2, this equates to a permitted maximum of 100 spaces (3,000 / 30 = 100).
4.3.3 SYSTRA would take the view that the broad classification of the proposed development as ‘Class 4, Office’ is not sufficiently granular to capture the character of Food Hub development. As set out in Section 4 of this note, the characteristics of the completed development will include elements of research and development, with some on-site industrial/production activity, as well as administrative functions. Further details of the intended character, as set out below, will provide further justification for ONE’s case that the application of ‘Class 4 office’ is not appropriate for this proposal.
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4.3.4 The details set out in Section 5 establish the relationship between the on-site car parking provision and the site’s end-users. This demonstrates that a supply of 60 spaces caters for the typical daily demand associated with between 30 and 40 users but provides contingency for infrequent exceptions to the routine, where additional demand may be required (such as an exhibition event, for example).
4.4 Electric Vehicle Charging Points
4.4.1 ACC’s parking standards specify that a car park with capacity of between 50 and 399 spaces should include at least 2 passive electric vehicle charging spaces. Passive provision is defined in the guidance as ‘provision of the underlying infrastructure (e.g. power supply and cabling) to enable installation an activation of a charge point in the future’. ONE will liaise with ACC to determine how the emerging proposals will reflect this requirement.
4.5 Pedestrians Access
4.5.1 A direct pedestrian link will be provided between the established pedestrian and cycle shared path at the A96. This link will connect the external network with the site frontage and will cater for those who travel to the site on foot, by bike and by bus. Pedestrians who wish to travel to or from the east would be required to use the footpath adjacent to the westbound carriageway of the A96. They will be able to access this link either by means of the A96 underpass or using the at-grade dropped kerb crossing over the carriageway, where a central reservation is also provided.
4.6 Site Servicing
4.6.1 Site servicing functions will take place in accordance with the broader Masterplan access strategy, with all deliveries, refuse collection and other servicing activities travelling to and from the site via the A96 left-in, left-out arrangement.
4.6.2 Food Hub is unlikely to generate operationally significant numbers of servicing movements but those movements which do occur will be planned and coordinated in accordance with the site management strategy.
4.6.3 Key considerations relating to site servicing are set out, as follows:
The Food Hub team will oversee the operation of the shared service yard area and will have full control of delivery slots and vehicle movements. The team will engage with suppliers and guide them as to vehicle types which may not be suitable for the facility. The total number of service vehicle movements will be limited in number. Indicative information provided by ONE suggests that the number of daily servicing movements will be between 8 and 17. These forecasts assume a standard daily pattern, which is unlikely to be the case. In practice, servicing movements will vary from day to day and week to week with activity being lower than 8 on some days. Importantly, the key point is that servicing activity will not comprise a significant number of vehicle movements, either in the context of the site or the adjoining transport network.
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The majority of service movements will be fulfilled by light and medium goods vehicles. Example loads include pallets of fresh produce and other ingredients required to support the Food Hub activity. While articulated vehicles might serve the site at times, they will do so infrequently and only in planned circumstances. Through the Food Hub site management strategy, there are significant opportunities to consolidate loads, reducing the number of individual movements associated with the site and, by nature of the Food Hub project, contributing towards an overall net reduction in freight mileage. Waste collection will be undertaken by a private contractor, with the timing of collections being carefully planned to limit conflict with other activities.
4.6.4 SYSTRA has AutoTrack swept path software to determine that appropriately sized goods vehicles are able to access and circulate within the Food Hub service yard. As already discussed the Food Hub will develop and implement a site servicing strategy, providing control over which type of vehicles are permitted to access the site and when they will be present.
4.6.5 To restate, the absolute number of service and delivery movements will not be significant in operational terms and through planning and liaison, members of the facility management team will have a say in the timing of deliveries. This offers the potential to ensure service movements do not take place at certain times of day.
4.6.6 The significant majority of servicing and delivery movements will be made by small and medium goods vehicles. This will include Sprinter style vans, 7.5 tonne light goods trucks and medium weight trucks. Waste collection and recycling activities will be performed by a private contractor, it is expected using three-axle trucks of approximately10.5m length.
4.6.7 The swept path outputs demonstrate that articulated trucks can access and turn within the service yard, albeit such movements are expected to be infrequent. If they did occur, they would only do so under the terms of the site access strategy.
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5. TRIP GENERATION AND OPERATIONAL CHARACTERISTICS
5.1 Introduction
5.1.1 The Food Hub will be a managed facility whose users will be subject to a set of tenancy terms specified by a site factor. Among these terms will be stipulations about the use of the site car park. The facility will not incorporate any trade counters or public-facing spaces and with very limited exceptions, will only be used by individuals who are directly involved in research, development and management functions which are undertaken at the site.
5.2 People Trip Generation
5.2.1 The trip generation characteristics of Food Hub can be explained, as follows:
The Food Hub will operate Monday to Friday, with typical opening hours being 06:00 – 18:00 each day. In addition to sub-tenants, up to 10 Food Hub staff and contractors will be employed on site at any given time. Individual tenants will qualify for a parking permit as part of their tenancy agreement. The number of permits issued to each organisation will vary, but the overall number of permits will be monitored. It is expected that each incubator would typically be occupied by 1 to 3 people, with the number varying according to the specific activities undertaken by given tenants. Combined with permanent Food Hub staff, this gives a theoretical building population of between 30 and 40 people.
5.2.2 While the facility will provide a significant opportunity for sharing and collaboration, end- user tenants will use the facility to pursue their own projects and hence, are likely to follow their own routines. While the building’s opening hours will govern trip generation to an extent, daily trip-making characteristics will be reflective of individual preference and routine. As such, SYSTRA would consider it very unlikely that Food Hub will generate perceptible concentrations of demand in any given period.
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5.3 Modal Split
5.3.1 The section above details the forecast for the person trip making activity, by all modes, associated with the proposed development. In order to establish the share of these trips which will be taken up by each travel mode, SYSTRA has calculated a mode split based upon travel to work census data.
5.3.2 Datashine Scotland Commute compiles Census and National Records of Scotland data to enable a detailed examination of travel mode share for census data zones across Scotland. SYSTRA has interrogated the Datashine website to determine the stated trip making characteristics of people who are employed in the ‘Bucksburn South’ Intermediate Zone, within which the application site is located. That is to say, treating Bucksburn South as a destination for employment trips, SYSTRA has examined a dataset which reveals:
How many people typically travel to work in Bucksburn South; Where those people travel from; and The stated travel mode of travel to work / commute trips
5.3.3 Examination of the Bucksburn South Intermediate Zone statistics enables a calculation of an indicative modal split for work-related travel to that part of Aberdeen. This mode split breakdown is presented in Table 2 below.
Table 2. Bucksburn South Modal Split
Mode Percentage Minus WFH Work From Home 7% - Underground - Metro 0% 0% Train 0% 0% Bus - Minibus - Coach 13% 14% Taxi - Minitaxi 1% 1% Driving a Car or Van 60% 65% Passenger in Car or Van 6% 6% Motorcycle - Scooter - Moped 1% 1% Bicycle 2% 2% On Foot 7% 8% Other 2% 3% 5.3.4 Table 2 details the observed data for all modes, which includes a percentage of people that do not have normal mode of transport as they work from home. In order to ascertain a modal split pertaining only to those who travel to work, the third column details a rebalanced modal split with ‘work from home’ respondents removed.
5.3.5 The rebalanced modal split indicates that 65% of trips are facilitated by persons driving a car or van and 6% as passengers in a car or van. With regards to sustainable travel modes, the data indicates that 14% travel via bus, 8% walk and 2% cycle.
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5.3.6 Assuming a ‘worst-case scenario’ in which demand to the Food Hub is at its theoretical peak – 40 persons arriving / departing within an hour – Table 3 presents the application of the modal split outlined in Table 2 to this total person trip generation.
Table 3. Resultant Trip Generation by Travel Mode
Mode Percentage Trips Bus - Minibus - Coach 14% 6 Taxi - Minitaxi 1% 0 Driving a Car or Van 65% 26 Passenger in Car or Van 6% 2 Motorcycle - Scooter - Moped 1% 0 Bicycle 2% 1 On Foot 8% 3 Other 3% 1 Total 100% 40 Errors due to rounding.
5.3.7 Due to the nature of the development trips to and from the site will likely be dispersed across the facility’s operating hours of 06:00 – 18:00, reflective of the individual travel patterns of end-users of the site. However, in order to provide analysis of a worst-case scenario, SYSTRA has assumed that all trips will manifest in the anticipated AM and PM network peak hours of 08:00 – 09:00 and 17:00 – 18:00, respectively. Such an assumption stipulates that 26 vehicle trips will arrive in the AM peak hour and depart in the PM peak hour, which equates to approximately one additional vehicle on the local road network every 2 minutes, on average.
5.3.8 With the above considered, SYSTRA anticipates that the development proposals will not have a perceptible impact on the local road network.
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6. MEASURES TO SUPPORT THE DEVELOPMENT
6.1 Introduction
6.1.1 Through Scoping discussions with ACC, SYSTRA has had the opportunity to discuss key principles relating to Food Hub trip generation and the means by which those trips, including service vehicle movements safety and efficiently access the site.
6.2 Minimum Upgrade Works
6.2.1 As set out in Section 5 of this Transport Statement, the absolute number of person trips associated with Food Hub on a typical day will not be significant. Recognising the likelihood that not all such trips will be car-based, it is then appropriate to note that the traffic generation associated with the completed development will amount to an even less significant value. This being the case, there is no conventional demand-led highway capacity justification for physical alterations to the adjacent road network to cater for Food Hub trips.
6.2.2 Notwithstanding the above, feedback provided by ACC during Scoping exchanges indicated the requirement for modest geometric works to the A96 / Walton Road junction. These changes were deemed necessary to ensure goods delivery vehicles associated with the Food Hub site could navigate the junction without impact on other road users. Specifically, ACC requested that the Food Hub application demonstrate that large goods vehicles emerging from Walton Road were able to do so without crossing the dual-carriageway centre-line and encroaching into the second lane of the A96.
6.2.3 SYSTRA has supported the Food Hub team with a series of swept path and highway design exercises to determine the extent of works required to address this criteria. Recognising the constrained width of Walton Road between the A96 and the proposed Food Hub access and taking into account ACC’s requirements in relation to the junction geometry, the Food Hub team has established the extent of a ‘Minimum Works’ package.
6.2.4 If implemented, the ‘Minimum Works’ upgrade would cater for the operational characteristics of the completed Food Hub site alone, but would not provide any material uplift in highway capacity to cater for future development in addition to the Food Hub.
6.2.5 The detail and extent of the Minimum Works package is set out in Figure 8. The geometric adjustments in Figure 8 were informed by swept path exercises using a 10.5m truck, informing the need for modest widening of Walton Road and an adjustment to the radius of the kerb detail to the east of the junction. Specifically, the mitigation measures in Figure 8 show the following:
Increase in the width of Walton Road between A96 and Food Hub access road by 1m Decrease in the radius of the eastern kerbline, joining the A96, from 10m to 6m.
6.2.6 The suggested Minimum Works package does not incorporate any additional footway provision on the east side of Walton Road. In this scenario, pedestrian trips accessing the Food Hub site would do so by means of a direct link from the established footway adjacent
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to the A96. Such a link would represent a sensible integration with the established eastbound bus stop.
Figure 8. Walton Road / A96 Minimum Junction Upgrade Works
6.2.7 The Minimum Works package seeks to determine the nature and cost of works which would be required to facilitate the Food Hub site alone.
6.2.8 Mindful of the forthcoming SRUC Masterplan proposals, the Food Hub team recognises that such a package of works is academic in nature and unlikely ever to be delivered in isolation of other third-party measures. The Food Hub team has determined a scheme cost for the measures shown in Figure 8, with this value playing a role in wider discussions in the context of ACC’s Financial Contributions mechanism.
6.2.9 The extent of the minimum works was informed by a technical swept path assessment exercise. Swept path analysis was undertaken to simulate the spatial characteristics of service and delivery vehicles which will be associated with the Food Hub operation. As stated already, the majority of Food Hub service movements are expected to be made by light or medium goods vehicles. Tracking used to inform the extent of ‘minimum upgrade’ works was informed using a three-axle refuse truck of 10.5m length.
6.2.10 Outputs from the swept path assessment exercise are provided in Appendix A.
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6.3 Masterplan Junction Upgrade
6.3.1 While the Food Hub proposals are the subject of a stand-alone Planning Application, the proposals have been developed with cognisance of the emerging SRUC Masterplan proposals. Despite there being no justification or requirement for this Transport Statement to consider the cumulative effects of Food Hub trips in addition to SRUC Masterplan trips, the exercise has given practical consideration to the manner in which mitigation measures related to each application are delivered.
6.3.2 As explained above, technical exercises have established the nature and cost of works which would be necessary to support the Food Hub proposals if they were delivered in isolation. While the Food Hub will be completed and operational well before the SRUC Masterplan proposals are either commenced or substantially underway, a pragmatic approach would recognise that delivery of the ‘minimum works’ package would be an inefficient use of resources. Furthermore, it seems impractical for the newly operational Food Hub to bear the disruption of further highway works necessary to facilitate the full level of development proposed by the SRUC Masterplan or indeed for construction activities associated with either application to take place in the context of the established road layout.
6.3.3 Consequently, it is proposed that geometric alterations to Walton Road which are necessary to support the SRUC Masterplan will be delivered as part of the Food Hub application. For clarity, and as already set out, these works are not necessary to mitigate the effects of Food Hub traffic, and nor are they required to facilitate the movement of larger vehicles which will perform servicing functions at the completed Food Hub.
6.3.4 The broader package of junction upgrade measures involves the widening of Walton Road from 6m to 8m, the incorporation of pedestrian footways on both sides of the road, the incorporation of a splitter island, with dropped kerbs, to the centre of the junction. Combined, these measures represent a comprehensive upgrade to the junction, catering for an uplift in the number of vehicle trips, facilitating the safer and more efficient movement of larger vehicles and ensuring that pedestrian connectivity across Walton Road is enhanced. The SRUC Masterplan proposals are shown in in Figure 9.
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Figure 9. Walton Road / A96 SRUC Masterplan Upgrade Works (Indicative)
6.3.5 While the Food Hub application reflects the intention to deliver junction upgrade works associated with the SRUC masterplan, it should be noted that the final detail of those works has yet to be finally approved by ACC. Notwithstanding this point, the discussion presented in this section demonstrates that while Food Hub traffic generation does not trigger the need for additional junction capacity, there are benefits to both the Food Hub application and the SRUC masterplan of delivering the more comprehensive works at the outset. Those benefits apply both to longer term cumulative operations, and shorter- term efficiency of resources.
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7. SUMMARY AND CONCLUSIONS
7.1 Summary
7.1.1 SYSTRA Ltd (SYSTRA) has been commissioned by Opportunity North East (ONE) to prepare a Transport Statement for the development of a ‘Food Hub’ development, focused on creating accelerated growth of business, inspiring ambition and providing essential support for the Food and Drink industry.
7.1.2 The Class 4 Food Hub building will have a total floorspace of circa 3,000m2, located between the car park and the service yard area The building will be sub-divided into a series of 12 individual incubator spaces with adjacent break-out and demonstration spaces. The incubator units will be sub-let to small tenant organisations, with each pursuing individual research and development projects.
7.1.3 The Food Hub site and the adjoining transport network can be regarded as being sufficiently accessible so as to support a range of car and non-car based trips. Its proximity to the strategic AWPR and A96 links will cater for users who wish to travel to and from the site from the wider Aberdeenshire catchment while connections to the east will cater for trips from Aberdeen city and outlying residential catchments.
7.1.4 SYSTRA has evaluated the person trip-making potential of the completed Food Hub development, identifying the likely ‘worst-case’ number of trips across the anticipated network peak hours. Analysis of census information has allowed SYSTRA to generate a forecast of trip by mode. To summarise, the following number of vehicle trips were estimated to be generated:
AM Peak Hour (08:00 – 09:00): 26 Vehicle Trips Inbound PM Peak Hour (17:00 – 18:00): 26 Vehicle Trips Outbound
7.1.5 To reiterate, the above forecasts represent a ‘worst-case’ scenario, and will likely overstate the realised vehicle trip generation to and from the proposed development. It is anticipated that trips associated with the proposed development will be dispersed across its operating hours, reflecting the requirements of end-users of the site.
7.1.6 The site layout and design has been developed so as to promote access for motorised users and those who will travel by active travel modes, including public transport. The key principles of a Food Hub Transport Strategy are set out in this report, detailing the measures which will be applied to ensure car use associated with the site is kept to a minimum. Similarly, a strategic approach will be taken to the management of the site service yard and the vehicles which visit that part of the site.
7.1.7 While the completed development will not be a significant generator of vehicle trips, it is recognised that a package of measures is necessary to enhance the operation of the adjoining A96 / Walton Road junction. Details are set out in Section 6 of this report to explain how this strategy corresponds with the broader objectives of the SRUC Masterplan.
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7.2 Conclusion
7.2.1 The Food Hub proposals will comprise a series of individual spaces to enable research and development of emerging food and drink products and concepts. These facilities will provide ‘incubator’ spaces for small and independent businesses from across North East Scotland, giving them access to high-quality purpose-built facilities and bringing together expertise in the food development sector.
7.2.2 When evaluated from a conventional ‘person trip generation’ perspective, the completed Food Hub facility does not represent a large generator of trips. This is further supported by the likelihood that a proportion of trips can conveniently be made by non-car-based travel modes and assurances that the site will attract a low number of delivery and servicing movements.
7.2.3 Through a combination of the site’s low vehicle generation, the clear sustainable travel opportunities and the commitment to closely manage transport operations, SYSTRA would observe that the Food Hub proposals can be accommodated at the site without detriment to local transport conditions.
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APPENDIX A – SWEPT PATH ANALYSIS
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WALTON ROAD
NEW FOOTPATH CONNECTION TO A96 TO CONNECTION FOOTPATH NEW
60no. PARKING SPACES PARKING 60no.
A96
NEW ACCESS ROAD ACCESS NEW SERVICE YARD SERVICE Drawing Status Original drg. size Drawn Title Project Client 10.5m Refuse Vehicle Tracking - © This drawing is the property of SYSTRA Limited. The information should only be reproduced with 1. Do not scale from drawing EH2 1DF Edinburgh Prospect House 5 Thistle Street Notes: www.systra.co.uk 2. All dimension in meters FINAL AMS A3L Opportunity North East unless otherwise stated FoodHub Aberdeen Access Movement prior permission. Drawing Number Date Checked 04/02/21 KLM Tel: 0131 460 1847 1 Scale Approved KLM NTS Rev. A
WALTON ROAD
NEW FOOTPATH CONNECTION TO A96 TO CONNECTION FOOTPATH NEW
60no. PARKING SPACES PARKING 60no.
A96
NEW ACCESS ROAD ACCESS NEW SERVICE YARD SERVICE Drawing Status Original drg. size Drawn Title Project Client 10.5m Refuse Vehicle Tracking - © This drawing is the property of SYSTRA Limited. The information should only be reproduced with 1. Do not scale from drawing EH2 1DF Edinburgh Prospect House 5 Thistle Street Notes: www.systra.co.uk 2. All dimension in meters FINAL AMS A3L Opportunity North East unless otherwise stated FoodHub Aberdeen Egress Movement prior permission. Drawing Number Date Checked 04/02/21 KLM Tel: 0131 460 1847 2 Scale Approved KLM NTS Rev. A
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