North Hanover Street Development GRIP 4 Transport Statement Addendum to the Queen Street Station Transport Statement 2015

13th January 2021 159045-ATK-STM-EMG-TRA001

Notice

This document and its contents have been prepared and are intended solely as information for Addendum to the Queen Street Station Transport Statement 2015 and use in relation to North Hanover Street Development. Atkins Limited assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. This document has 43 pages including the cover.

Document History Document title: GRIP 4 Transport Statement. Addendum to the Queen Street Station Transport Statement 2015. Document reference: 159045-ATK-STM-EMG-TRA001

Revision Purpose Description Originated Checked Reviewed Authorised Date Rev 1.0 Draft KY KF AD SC 17/12/2020 Rev 2.0 Planning Submission KY KF AD SC 04/03/2020

Client Sign-Off Client Kevin Murray - Project Manager Capital Delivery Addendum to the Queen Street Station Transport Statement 2015 (DPE) Project North Hanover Street Development Document Title GRIP 4 North Hanover Street Transport Statement Job number ATK-5191451 / NR-159045 Revision A00 Document 159045-ATK-STM-EMG-TRA001 Reference

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Contents

1. Background 4 1.1. Context 4 1.2. Project Brief 5 1.3. Proposed Podium Development 5 1.4. Critical Success Factors 6 1.5. Addendum Report Structure 7 2. Queen Street Station Operation Updates 7 2.8. Station Access 7 2.9. Accessibility 7 2.11. Station Facilities 8 3. Walking and Cycling 9 3.9. Proposed Development – Walking and Cycling Infrastructure 9 4. Public Transport 9 4.22. Bus 9 5. Taxis, Private Cars and Servicing 9 5.6. Taxis 9 5.7. Car Parking 10 5.8. Road Network 11 5.15. Servicing 11 6. Summary and Conclusions 12 6.3. Conclusions 12 7. Appendix A. Queen Street Station Transport Statement 14

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Introduction The North Hanover street podium development is an extension to the recently completed Queen Street Station transformation (EGIP) project. The North Hanover Street Transport Statement is an addendum which should be read in conjunction with Appendix A: Queen Street Station Transport Statement 2015.

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1. Background

1.1. Context

The North Hanover Street project site occupies former car park and station drop-off/pick-up site to the east of Queen Street Station. The existing site boundaries are formed by the Millennium Hotel to the south, North Hanover Street to the east, Cathedral Street to the north, and to the west the main Queen Street Station Train Shed

To the South of the site is a key public space within Glasgow and to the North, Buchanan Galleries - Glasgow’s premier shopping centre.

A significant immediate neighbour (East) is the MET Tower, a Category B listed landmark with protected views from across the city (formerly College of Building and Printing)

The site is within the city centre, a short walk from bus station, University of Strathclyde campus, and Glasgow Caledonian University.

As outlined above the site has been previously used as a small carpark and taxi drop off for Queen Street Station, however these are all suspended and the site given over to the Main Contractor for EGIP Queen Street Station Redevelopment Project.

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1.2. Project Brief

The project brief is focused on delivering three key client requirements:

• Enhanced station facilities including retail, food and beverage outlets suitable for Glasgow Queen Street Station, as a key transport hub, and suitable for railway network growth through to 2049 for passengers, visitors and operational staff.

• Enhanced connectivity including a new station entrance at Cathedral Street level and an enhanced station entrance at North Hanover Street.

• Development deck at Cathedral Street level capable of supporting a mixed-use commercial development including 300,000sq. ft Grade A office development

1.3. Proposed Podium Development

The vision is to create ‘a place to travel sustainably and inspire people to meet and shop with a smile’. Within this there are various key objectives for the integrated station which include the new North Hanover Street Development

• Safe and functional station - operates efficiently and effectively as a major railway station meeting passenger growth demand without significant ongoing operational challenges and attracting customers to a more sustainable transport option.

• A connected place - seamlessly integrates national/regional/local transport modes and optimises connectivity for all users including links to Glasgow Avenues and accessibility initiatives.

• A distinctive gateway - celebrates travel, proudly announces arrival into Glasgow and travel throughout recognising the architecture and heritage both of the station and .

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A “Glasgow” station - place-making creating public space that promotes people’s health and well-being whilst delivering social & economic benefits. The project is considered in two discrete elements;

1. The Podium (a space for operational space, retail, food and beverages etc.) 2. The Above Podium Development (a space for future commercial development)

This document and the remit of the design team is limited to considering the podium only and not the above podium development.

The Podium is to be an integrated part of the overall final station offering and will seamlessly connect the public concourses and the stations operations

1.4. Critical Success Factors

Network Rail are working towards a vision for the wider station and a series of critical success factors (CSF’s) have been identified to make this vision tangible.

• Create quality environment complementing the Queen Street Station redevelopment project - improving the station experience, retail and customer facilities. • Enhanced connectivity with the surrounding areas, enhancing sustainable intermodal connectivity. • Develop efficient functional space below a development deck - providing optimised operational facilities. • Integrate Queen Street Station High-Level Concourse, Queen Street Station Low-Level Platforms, Cathedral Street and North Hanover Street providing a seamlessly connected place. • Leverage economic development potential of the whole North Hanover Street car park site.

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1.5. Addendum Report Structure

This report will cover any changes in terms of how the proposed podium design will integrate with both the main Queen Street Station and the existing transport network. The Queen Street Station Transport Statement provides information on the existing transport network up to November 2015 so only changes that have been made post November 2015 will be covered in this addendum.

2. Queen Street Station Operation Updates

2.8. Station Access

The construction of the new podium to the East of the main station will remove the taxi rank which currently sits within the North Hanover Street site. Please see point 5.6 below for further information on taxis.

2.9. Accessibility

The updated building standards which the proposed podium development will be designed in accordance with are:

• Scottish Technical Standards (Non-Domestic) 2019

• NR Station Design Standards

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2.11. Station Facilities

Alongside the new and improved Queen Street Station Facilities the North Hanover Street podium development will also deliver multiple retail and food and beverage outlets, which will greatly enhance the overall customer experience. From a health and wellbeing perspective the addition of an outside plaza space directly linked to the station will provide an area for the public to use when waiting on a train or meeting up with others as well as enhanced routes through the station towards North Hanover Street and Cathedral Street.

Surrounding Transport Infrastructure

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3. Walking and Cycling

3.9. Proposed Development – Walking and Cycling Infrastructure

The North Hanover Street podium development seeks to further enhance the accessibility of the station for all passengers. These improvements include:

• Cycle hub spaces which can store 300 bikes. The split being 150 cycles at the North Hanover Street entrance, 150 cycles at the Plaza entrance. Additionally, there are 20 staff cycles within the TOC carpark.

• A new and improved main entrance from halfway up North Hanover Street with the Avenues project proposing a pedestrian crossing located directly outside to reduce the risk of pedestrians being struck by vehicles and create a safe direct route into the station.

• Two new entrances to the station, providing a direct, accessible connection from Cathedral Street and also North Hanover Street to help pedestrian movements in an around the station.

• An internal direct route for passengers from Queen Street Station High level to North Hanover Street.

• Improvements to rail passenger connectivity between the high and low-level stations on the East side of the Low Level trains.

4. Public Transport

4.22. Bus

The North Hanover Street Northbound bus gate is currently closed to assist with pedestrian movement around Queen Street Station during Covid19. It is assumed that this is a temporary measure. The southbound lane remains open. The site is close to a range of well-established bus routes within the city centre which provide opportunities for onward connection to local destinations not served by rail links as well as a direct connection to using the Station Link bus (No. 398.)

5. Taxis, Private Cars and Servicing

5.1. Taxis

Figure 1 shows the proposed new location of the two taxi ranks. The current rank is located to the south of the station on West George Street adjacent to George Square side and has capacity for 8 no. taxis. Atkins understand there is ongoing discussion around blue badge parking and taxi rank provision around George Square and George Square itself is likely to be redesigned as part of the next phase of the Avenues project.

This GCC Avenues project have also put forward plans for an additional taxi rank on the northern half of North Hanover Street immediately opposite the Met Tower and just to the North of the proposed main entrance to the development.

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Figure 1. Taxi Rank Locations

5.2. Car Parking

The new development will provide private staff parking for up to 65 cars inclusive of 19 electric car charging points. This is intended solely for the use of staff working at Queen Street Station and will replace the parking lost as a result of the redevelopment, there will be no parking associated with the retail / food elements of the development. There will also be two spaces provided for vehicles. The car parking will be towards the northern end of the proposed development and will be distributed across two storeys within the basement. Internal vehicle ramps will allow access into the two-storey car park off Cathedral Street and egress onto North Hanover Street. See Figure 2.

Service vehicles will also be able to utilise this ramp to remove waste and make deliveries to the station retail outlets. Multiple security measures including CCTV, roller shutters and a key card system will be recommended security measures which have been considered within the design. An offsite vehicle checking and tracking system has also been recommended as a further security measure which would also reduce the risk of any congestion on Cathedral Street. No public car parking will be provided on site. The provision for future parking takes cognisance of the proposed GCC LEZ 2024 requirements and acknowledges that any workplace parking bays may be subject to charges in the future

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Figure 2: Vehicle Access and Egress.

5.3. Road Network

North Hanover Street North Hanover Street sits to the east of Queen Street Station and runs broadly north to south from Cathedral Street to George Square. This street has been identified by the Avenues Programme as one of the streets which will be transformed as part of an integrated network of continuous pedestrian and cycle routes across the City Centre. The street is currently a two-lane single carriageway road with footways on both sides however, the proposed plans from GCC Avenues team will result in the street becoming a single lane one-way road (southbound) with a dual cycle path on the east side of the street.

George Square On the 26th June 2020 GCC Roads Department closed both streets to the East and the West of George Square to any vehicles. This measure was put in place as part of the GCC Spaces for People Programme and is understood to be a temporary measure providing extra space for physical distancing to protect public health and suppress a resurgence of COVID-19. As outlined above GCC are currently exploring design options around George Square as part of the next phase of the ‘Avenues’ programme.

5.15. Servicing

Included within the North Hanover Street Development is a route for delivery and maintenance vehicles servicing the podium development. A back of house corridor has been provided to ensure large retail units have a servicing route for waste and deliveries. Space has been provided for multiple delivery crates to be stored in the basement alongside a goods lift. Larger retail units can use the crates/trolleys to easily move goods around the station.

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6. Summary and Conclusions

6.3. Conclusions

The addition of the North Hanover Street Development to the newly transformed Queen Street Station further enhances the accessibility to both the Low-Level and the High-Level platforms to those travelling on foot, by bike, bus or taxi. The ongoing GCC, Avenues discussions around blue badge parking and taxi rank provision will be justified further by the increased facilities provided in this aera of the city. The decision to minimise the car parking provision takes cognisance of the Councils LZC 2024 ambition and reflects the accessible nature of the city centre location of the development Working with the GCC Avenues project team provides opportunity to enhance and complement the project as the new development responds positively to the new street design and the future needs of the public, the surrounding environment and the overall vision for Glasgow City Centre.

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Appendices

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7. Appendix A. Queen Street Station Transport Statement

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Transport and Works (Scotland) Act 2007 The Network Rail (Glasgow Queen Street Station) Order 201[6] Transport Statement

TRANSPORT AND WORKS (SCOTLAND) ACT 2007

THE NETWORK RAIL (GLASGOW QUEEN STREET STATION) ORDER 201[6]

TRANSPORT STATEMENT

11th September 2015

BDP MACLAY, MURRAY & MILLAR & BRYCE NETWORK RAIL WINCKWORTH 15 Exchange Place SPENS LIMITED INFRASTRUCTURE LIMITED SHERWOOD Glasgow 1 George Square 5 Logie Mill 1 Eversholt Street Minerva House G1 3AN Glasgow Beaver Bank Business London 5 Montague Close

G2 1AL Park NW1 2DN London Logie Green Road SE1 9BB

Edinburgh EH7 4HH

Architectural Land Referencing Consultants Solicitors Land Referencing Applicant Parliamentary Consultants Agents

Glasgow Queen Street Station Concourse Redevelopment

TRANSPORT STATEMENT

Report

Glasgow Queen Street Station Concourse Redevelopment

TRANSPORT STATEMENT

Report

JMP Consultants Ltd 250 West George Street Glasgow G2 4QY T 0141 221 4030 F 0800 066 4367 E [email protected] www.jmp.co.uk [email protected] .com/jmp.consultants twitter.com/#!/_jmp linkedin.com/company/jmp consulting

Report Record Job No. Report No. Issue No. Prepared Verified Approved Status Date SCT3739 01 01 C Rollo A DeVenny A DeVenny Final Draft 20/04/2015 Rev A SCT3739 02 02 C Rollo A DeVenny A DeVenny Draft Rev B 20/05/2015 SCT3739 03 03 C Rollo Draft Rev C 29/07/2015 SCT3739 04 04 C Rollo Final Draft 30/07/2015 SCT3739 05 05 C Rollo A DeVenny A DeVenny Final 20/08/2015

Contents Amendments Record Issue No. Revision description Approved Status Date 02 Client Comments A DeVenny Rev B 20/05/2015 03 Client Comments Rev C 29/07/2015 04 Client Comments Final Draft 30/07/2015 05 Client Comments A DeVenny Final 20/08/2015

2 Glasgow Queen Street Station Concourse Redevelopment : SCT3739-05/05

Contents

1 INTRODUCTION 5 Background ...... 5

The Proposed Development ...... 5 Report Structure ...... 8

2 GLASGOW QUEEN STREET STATION OPERATION 9 Opening Times ...... 9

Staffing ...... 9

Rail Service Frequencies & Destinations ...... 9

Anticipated Passenger Numbers ...... 9

Station Access ...... 9 Station Facilities ...... 10

3 WALKING & CYCLING 11 City Walking & Cycling Network ...... 11

Proposed Development– Walking & Cycling Infrastructure ...... 13

Walking & Cycling Integration & Accessibility ...... 14

4 PUBLIC TRANSPORT 15 Rail ...... 15

Subway ...... 18

Bus ...... 19

5 TAXIS, PRIVATE CARS & SERVICING 22 Taxis ...... 22

Drop-off / Pick-up ...... 22

Car Parking ...... 22

Road Network ...... 22

Servicing ...... 25

Integration ...... 25

6 SUMMARY AND CONCLUSIONS 26 Summary ...... 26 Conclusions ...... 26

Tables and Figures

Figure 1.1 Proposed Development Transport Context ...... 6

Figure 1.2 Proposed Development Concept Connections and Movement ...... 6

Figure 1.3 Proposed Development view from George Square looking West ...... 7 Figure 1.4 Proposed Development view from West George Street at Dundas Street looking East ...... 7

Figure 2.1 Proposed Development Concourse looking West ...... 10

Table 3.1 Distances & Walking Times from the Station ...... 11

Figure 3.1 City Centre Map ...... 12

Figure 3.2 Cycle Rental Stations and City Cycle Routes ...... 13

Figure 3.3 Dundas Street Elevation Looking East ...... 14

Figure 3.4 West George Street / George Square Elevation Looking North ...... 14

Figure 4.1 Public Transport Interchange Locations ...... 15 Table 4.1 Glasgow Queen Street Station Rail Services...... 16

Figure 4.2 Glasgow Subway Network ...... 19

Figure 4.3 Bus Stops...... 20

Figure 5.1 North Hanover Street ...... 23

Figure 5.2 North Hanover Street ...... 23

Figure 5.3 West George Street ...... 24 Figure 5.4 Dundas Street at Glasgow Queen Street Station ...... 25

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1 Introduction

BACKGROUND 1.1 JMP Consultants Ltd (JMP) has been commissioned by Network Rail (the applicant) to prepare a Transport Statement (TS). The purpose of the TS is to describe the operational aspects of Glasgow Queen Street Station post completion of Glasgow Queen Street Station Concourse Redevelopment (the proposed development).

THE PROPOSED DEVELOPMENT 1.2 The Edinburgh Glasgow Improvement Programme (EGIP) funded by Transport Scotland (TS) and delivered by the applicant is a comprehensive package of improvements to Scotland’s railway infrastructure. The EGIP is a £742m investment which involves line electrification, signalling upgrades, junction upgrades, a new station, station redevelopments and the creation of a new depot.

1.3 The redevelopment of Glasgow Queen Street Station is one of the projects forming part of EGIP.

1.4 The proposed development is required to facilitate predicted rail passenger growth. Relating to transport, access and integration the proposed development includes:  Redevelopment of station concourse;  Improved station entrances at Dundas Street, North Hanover Street and George Square for access to High and Low Level platforms;  50 cycle parking spaces;  New ticket office and staff accommodation block; and  New station facilities.

1.5 The proposed development is due to be completed by March 2019.

1.6 The powers required to deliver the proposed development are being sought by the applicant through the Transport and Works (Scotland) Act (TAWS) 2007.

1.7 Figure 1.1 illustrates the proposed development site and key transport related proposals.

Figure 1.1 Proposed Development Transport Context

1.8 Figure 1.2 illustrates the concept sketch for connections and movement.

Figure 1.2 Proposed Development Concept Connections and Movement

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1.9 Figures 1.3 and 1.4 include impressions of the proposed development.

Figure 1.3 Proposed Development view from George Square looking West

www.queenstreetredevelopment.com

Figure 1.4 Proposed Development view from West George Street at Dundas Street looking East

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REPORT STRUCTURE 1.10 Following this introductory chapter, this report will continue by examining station operational details in Chapter 2. Information on how the proposed development will integrate with the existing transport network, illustrated by travel mode, is detailed in Chapters 3 – 5. Chapter 6 contains the summary and conclusions of the TS.

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2 Glasgow Queen Street Station Operation

OPENING TIMES 2.1 In 2016 the station opening hours are anticipated to be:  Monday – Friday 05:00 - 23:55  Saturday 05:00 – 23:55  Sunday 07:10 – 23:55

2.2 The station would be staffed during opening hours.

STAFFING 2.3 Network Rail and ScotRail staff numbers are not expected to alter significantly, compared to the existing situation, as a result of the proposed development.

RAIL SERVICE FREQUENCIES & DESTINATIONS 2.4 The station would continue to operate in a similar manner to the existing situation as of 2015 in respect of rail timetables and destinations. The number of carriages available on key services is proposed to increase to eight carriages from the existing six carriages.

ANTICIPATED PASSENGER NUMBERS 2.5 Post completion of the proposed development the station is anticipated to cater for 20 million passengers a year in keeping with current passenger numbers. By 2030 station passenger numbers are anticipated to grow to 28 million a year. The proposed development has been designed to facilitate and accommodate anticipated rail passenger growth.

STATION ACCESS 2.6 Access to the station for pedestrians and cyclists would continue to be from Dundas Street (2 no. accesses), George Square and North Hanover Street, all access points would be subject to minor relocation and upgrades associated with the proposed development. More detail on access to the station on foot and by bicycle is included in Chapter 3.

2.7 For those accessing the station by subway or bus, improvements and alterations are proposed to infrastructure as illustrated in Chapter 4, the majority of these improvements will be delivered by others principally Strathclyde Partnership for Transport (SPT) and Glasgow City Council (GCC). Rail passengers interchanging within the station (High / Low Level platforms) would also experience improvements as a result of the proposed development.

2.8 For passengers travelling to the station by taxi a taxi rank is provided at West George Street and within the station accessible from North Hanover Street. Chapter 5 describes the accessibility of the station by car.

Accessibility

2.9 The proposed development design accords with minimum standards set by the Building Regulations and (DfT) Design Standards for Accessible Railway Stations: A Joint Code of Practice (March 2015) alongside good practice standards including the following:  BS8300: 2009  BS9999: 2008  DfT Inclusive Mobility, 2002 2.10 The implications of the Equality Act 2010 have also been considered.

STATION FACILITIES 2.11 New and improved dedicated station facilities would include a ticket office, self service ticket machines, ticket barriers, cash machines, pay phones, toilets, lost property office, waiting areas, CCTV, passenger help points, a left luggage facility, a new retail unit and real-time travel information. The servicing arrangements for the station are detailed in Chapter 5.

2.12 Figure 2.1 includes an impression of the station concourse.

Figure 2.1 Proposed Development Concourse looking West

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3 Walking & Cycling

3.1 When the proposed development is complete approximately 50,000 people are anticipated to use the station on an average day, increasing to 70,000 people by 2030. The majority of station users will arrive and depart on foot, interchanging with other modes of travel when outside of the station such as bus, subway or taxi. It is therefore important that the design of the proposed development considers how users are anticipated to move to / from and within the station.

3.2 The following paragraphs illustrate:  The characteristics of the city’s walking and cycling network adjacent to the station,  Infrastructure proposed to support walking / cycling; and  How proposed infrastructure is anticipated to integrate with the city’s transport network.

CITY WALKING & CYCLING NETWORK 3.3 The station is located adjacent to the primary pedestrianised areas in Glasgow city centre which include Buchanan Street and George Square. Buchanan Street provides direct pedestrian connectivity between and many of the transport facilities, retail, business and leisure locations in the city centre. George Square is a popular civic space in the city hosting a number of public events.

3.4 The station is surrounded by a high quality network of footways which are typical of a city centre location. Street lighting, dedicated pedestrian crossings, dropped kerbs and tactile paving are provided within the vicinity of the station. Wayfinding signage is provided across the city centre.

3.5 Distances from the station to transport facilities and key city destinations are included in Table 3.1. Approximate walking times are also included in Table 3.1.

Table 3.1 Distances & Walking Times from the Station

Destination Distance Approximate Walk Time Buchanan Street Subway Station 130m 1 min Buchanan Galleries 210m 2 min Glasgow Central Station 500m 6 min St Enoch Centre 550m 6 min 550m 6 min City of Glasgow College 600m 7 min University of Strathclyde 700m 8 min Glasgow Caledonian University 800m 10 min Merchant City 800m 10 min International Financial Services District 1100m 12 min Charing Cross 1400m 16 min

3.6 Figure 3.1 includes a map of the city showing key destinations and pedestrianised areas.

Figure 3.1 City Centre Map

3.7 Glasgow has a bike rental scheme operated by Nextbike. Two bike rental stations are located adjacent to the station at Dundas Street and George Square. Public on-street cycle parking is provided throughout the city centre. All of Glasgow city centre is within a 10 minute cycle of the station.

3.8 The location of bike rental stations and cycle routes within Glasgow city centre are indicated by Figure 3.2 relative to Glasgow Queen Street Station.

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Figure 3.2 Cycle Rental Stations and City Cycle Routes

PROPOSED DEVELOPMENT– WALKING & CYCLING INFRASTRUCTURE 3.9 Significant improvements are proposed to enhance the accessibility of the station for passengers. Improvements have been identified based on an analysis of passenger volumes and pedestrian desire lines, particularly the heavy flow of passengers to / from the station from Dundas Street. Improvements include:  Concourse redevelopment to create legible routes to / from station entrances.  New access to the station from Dundas Street / West George Street (see Figure 1.4).  Improved access to the station from George Square (see Figure 1.3).  Improved access to the station from North Hannover Street.  Improvements to rail passenger connectivity between High and Low Level platforms.  Improved and enhanced way-finding.  50 cycle parking spaces (minimum no.) located to the east of the station.

Accessibility

3.10 The existing station currently has step-free access but the redeveloped station would have pedestrian access which accords with Scottish Building Regulations. This would be achieved via a ramp from West George Street.

3.11 Figures 3.3 and 3.4 illustrate proposed development elevations.

Figure 3.3 Dundas Street Elevation Looking East

Figure 3.4 West George Street / George Square Elevation Looking North

WALKING & CYCLING INTEGRATION & ACCESSIBILITY 3.12 It is concluded that the infrastructure proposed to support the proposed development would provide improvement to the access arrangements at the station. For those accessing the station on foot or by bike, the proposed infrastructure would integrate and complement the city’s transport network.

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4 Public Transport

4.1 This Chapter illustrates:  The nature of public transport services at and in proximity to Glasgow Queen Street Station;  Any alterations to public transport services or facilities as a consequence of the proposed development; and  How the proposed development would integrate with the city’s existing and proposed public transport network.

4.2 Figure 4.1 illustrates the location of the primary public transport interchanges in Glasgow city centre.

Figure 4.1 Public Transport Interchange Locations

RAIL 4.3 Outside of London, Glasgow has the largest suburban rail network in the UK. The city’s two principal stations are Queen Street and Central. The two stations are approximately 500 m apart equating to a 6 minute walk. A free shuttle bus (for rail passengers only) currently operates between the two stations. Rail services in Scotland are operated by Abellio under the ScotRail franchise. More detail on the principal stations and the city’s rail network is included in the following paragraphs.

Glasgow Queen Street Station

4.4 Glasgow Queen Street Station is currently Scotland’s third busiest station with some 20 million passenger journeys per year.

4.5 Glasgow Queen Street Station High Level serves the conurbation's northern towns including Bishopbriggs and Kirktintilloch. High Level trains also serve Edinburgh. A 15 minute service is available between Glasgow and Edinburgh. Queen Street High Level acts as the terminus for all inter- city services to destinations to the north including Stirling, Dundee, Perth, Aberdeen and Inverness.

4.6 Glasgow Queen Street Station Low Level serves the Greater Glasgow conurbation’s eastern and western suburbs & towns including , Milngavie, Helensburgh, Easterhouse and Airdrie. Low Level frequencies are excellent with a train departing approximately every 6 minutes during peak periods.

4.7 Table 4.1 illustrates rail services available from Glasgow Queen Street Station.

Table 4.1 Glasgow Queen Street Station Rail Services

Frequency Destination Intermediate Stops AM Peak PM Peak Saturday Sunday Inverurie / Larbert, Stirling, Dunblane, Aberdeen Gleneagles, Perth, Invergowrie, Dundee, Broughty Ferry, Balmossie, Monifieth, Barry Links, Golf Street, 3 3 services 40 mins 60 mins Carnoustie, Arbroath, Montrose, services Laurencekirk, Stonehaven, Portlethen, Aberdeen, Dyce, Inverurie Dundee Larbert, Stirling, Dunblane, 3 Gleneagles, Perth, Invergowrie, 3 services 90 mins 130 mins services Dundee Edinburgh Via Falkirk High: Bishopbriggs, Lenzie, Croy, Falkirk High, Polmont, 15 mins 15 mins 15 mins 30 mins Linlithgow, Haymarket, Edinburgh Via Airdrie: High Street, Bellgrove, Carntyne, Shettleston, Garrowhill, Easterhouse, Blairhill, Coatbridge Sunnyside, Coatdyke, Airdrie, 15 15 services 30 mins 30 mins Drumgelloch, Caldercruix, services Blackridge, Armadale, Bathgate, Livingston North, Uphall, Edinburgh Park Haymarket, Edinburgh Inverness Larbert, Stirling, Dunblane, Gleneagles, Perth, Dunkeld & Birnam, Pitlochry, Blair Atholl, 1 service 4 services 1 service Dalwhinnie, Newtonmore, Kingussie, Aviemore, Carrbridge, Inverness Oban / Fort To Crianlarich: Dalmuir, Dumbarton William/ Mallaig Central, Helensburgh Upper, 6 services 5 services Garelochhead, Arrochar & Tarbet, Ardlui, Crainlarich On to Oban: Tyndrum Lower, Dalmally, Loch Awe, Falls of 6 services 5 services Cruachan, Taynult, Connel Ferry, Oban On to Mallaig: Upper Tyndrum, Bridge of Orchy, Rannoch, Corrour, 3 services 3 services Tulloch, Roy Bridge, Spean Bridge, Fort William, Banavie, Copach, Loch

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Destination Intermediate Stops Frequency Eil Outward Bound, Locheilside, Glenfinnan, Lochailort, Beasdale, Arisaig, Morar, Mallaig Anniesland Ashfield, Possilpark & Parkhouse, Gilshochill, Summerston, , 30 mins 30 mins 30 mins 60 mins Kelvindale Perth Bishopbriggs, Lenzie, Croy, Larbert, Stirling, Bridge of Allan, Dunblane, 3 services 6 services 60 mins 60 mins Gleneagles, Perth Alloa Bishopbriggs, Lenzie, Croy, Larbert, 3 3 services 60 mins 60 mins Stirling, Alloa services Stirling Bishopbriggs, Lenzie, Croy, Larbert, 30 mins 15 mins 20 mins 20 mins Stirling Cumbernauld High Street, Bellgrove, Duke Street, Alexandra Parade, Barnhill, Springburn, Stepps, Gartcosh, 30 mins 30 mins 30 mins 60 mins Greenfaulds, Cumbernauld, Camelon, Falkirk Grahamston Milngavie Charing Cross, Partick, , Anniesland, Westerton Bearsden, 30 mins 30 mins 30 mins 30 mins Hillfoot, Milngavie Balloch Charing Cross, Partick, Hyndland,Anniesland, Westerton, Drumchapel, Drumry, Singer, Dalmuir, Kilpatrick, Bowling, 30 mins 30 mins 30 mins 30 mins Dumbarton East, Dumbarton Central, Dalreoch, Renton, Alexandria, Balloch Helensburgh Charing Cross, Partick, Hyndland, Dalmuir, Dumbarton East, Dumbarton Central, Dalreoch, 30 mins 30 mins 30 mins 30 mins Cardross, Craigendoran, Helensburgh Central AM peak – before 09:00. PM peak between 1600 -1900 4.8 As previously noted, the destinations accessible from Glasgow Queen Street Station would be unaffected by the proposed development. As part of the wider EGIP there would be provision of additional carriages on key services.

Glasgow Central Station

4.9 Glasgow Central Station is the UK’s busiest station outside of London and caters for some 27 million passenger journeys per year. Glasgow Central High Level is the terminus for all inter-city services between Glasgow and destinations in England. High Level trains also serve south Glasgow stations including Mount Florida and Shawlands as well as towns such as Ayr, Gourock, Shotts, and Dumfries. 4.10 Glasgow Central Low Level trains serve the eastern and western Glasgow conurbation including destinations such as: Dalmuir, Bearsden, Clydebank, Hamilton, and Lanark. In peak periods a train departs Glasgow Central Low Level approximately every 6 minutes.

4.11 No alterations to Glasgow Central rail destinations, frequency of services or station facilities are proposed by ScotRail or Network Rail in the short term.

Glasgow Queen Street Station Rail Replacement Services

4.12 Should for any reason rail services be disrupted there would be a requirement to replace rail services. This would be achieved through replacement bus services. Replacement bus services would be accessed from either North Hanover Street (as per existing arrangements) or via George Square.

Proposed Development – Integration by Rail

4.13 The proposed development is intended to enhance the accessibility and amenity of the station all with the desire to better cater for the needs of passengers and for future passenger growth.

4.14 Rail interchange between Glasgow Queen Street High and Low Level trains would be enhanced by the proposed development and the opportunities for interchange between Glasgow Queen Street and Central stations would be maintained and promoted.

SUBWAY 4.15 Buchanan Street Subway Station is situated adjacent to Glasgow Queen Street Station. The two stations are approximately 130 m apart, equating to a 1 minute walk. Interchange connectivity between the stations is good.

4.16 Fifteen stations form the Glasgow Subway network. A number of the stations have facilities and cater for bus and / or rail interchange. 4.17 Glasgow’s Subway network, operated by SPT, is currently undergoing a significant refurbishment, in excess of £290m will be allocated to improved ticketing facilities, new trains and station improvements.

4.18 Buchanan Street Subway Station upgrades are currently at the detailed design stage and it is anticipated that these will be complete prior to the completion of the proposed development. The travellator from Dundas Street down into Buchanan Street Subway Station is to be replaced in addition to general internal improvements to the station.

4.19 Figure 4.2 indicates the locations served by the Subway.

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Figure 4.2 Glasgow Subway Network

www.spt.co.uk

4.20 Presently, the Subway runs from 06:30 to 23:45 Monday to Saturday and 10:00 to 18:12 on Sunday. The frequency of the subway is every 4 minutes in the peak and 8 minutes during off-peak periods. A full loop of the Subway network takes approximately 24 minutes. When complete the modernised subway network will operate an increased service frequency.

Proposed Development - Integration by Subway

4.21 The completion of the Subway refurbishment programme is anticipated to enhance the opportunities for rail / subway interchange.

BUS

Local Services

4.22 The station is very well served by bus. Within a 5 minute walk (400 m) of the station there are approximately 35 local services providing a combined total of approximately 160 buses per hour. Bus frequencies are excellent with the majority of local services operating to a 10 minute or better service. Local bus services provide connectivity to a range of Glasgow destinations including: Easterhouse, Baillieston, Shawlands, Newton Mearns, Darnley and Kennishead. Figure 4.3 illustrates bus stops within a 5 minute walk of the station.

Figure 4.3 Bus Stops

4.23 Bus stop infrastructure within the vicinity of the station is good. Shelters, seating and timetable information is available. Some bus stops are also equipped with real time travel information.

4.24 Out-with a 5 minute walk of the station there are numerous bus stops providing high frequency services to a range of destinations. 4.25 The local bus network is primarily operated by First Bus Glasgow who are responsible for service routes and timetables. Upon completion of the proposed development it is anticipated that there would be no significant alterations to the local bus network in the city.

Fastlink

4.26 The Fastlink bus route became operational in summer 2015. The Fastlink route connects the Queen Elizabeth University Hospital at with Buchanan Bus Station. The route involves some dedicated running lanes and infrastructure. Bus operators are required to comply to quality standards in order to utilise the route.

4.27 The frequency of bus services utilising Fastlink is approximately every 5 minutes Monday to Saturday (daytime) and every 10 minutes during weekday evenings and Sundays. Fastlink bus services connect with the station accessible from West George Street and Renfield Street.

Buchanan Bus Station

4.28 Buchanan Bus Station, operated by SPT, is located within a 6 minute walk of Glasgow Queen Street Station. Buchanan Bus Station is Glasgow’s principal bus station and indeed Scotland’s biggest bus station with 57 active bus stands. Approximately 1,700 buses depart from the station every day with

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buses heading for both local and national destinations including Glasgow International Airport, Aberdeen and London.

4.29 An SPT Travel Centre is located within Buchanan Bus Station, providing individuals with the opportunity to purchase tickets for integrated travel across the Strathclyde region.

Proposed Development - Integration by Bus

4.30 It is considered that there are significant opportunities to access Glasgow Queen Street Station by bus. The bus services accessible within a 5 minute walk of the station ensure that a wide range of destinations are covered and a high frequency of service is available. Bus services provide good connectivity across the week and local buses operate early in the morning until approximately midnight.

5 Taxis, Private Cars & Servicing

TAXIS 5.1 Figure 1.2 illustrates the location of the 2 no. taxi ranks located adjacent to the station. The taxi rank on West George Street has capacity for 8 no. taxis and serves the station and city centre. Within the confines of the station boundary a taxi rank sits to the east of the station, accessible from North Hanover Street. This taxi rank has capacity for approximately 10 no. taxis. The applicant is currently reviewing the east side of the station in respect of station facilities and confirmation of the arrangements will be provided in due course.

5.2 Wayfinding will be provided for passengers wishing to interchange from rail to taxi.

DROP-OFF / PICK-UP 5.3 To the east of the station a drop-off / pick-up point will be provided accessible from North Hanover Street.

CAR PARKING 5.4 No dedicated car parking will be provided associated with the station. Those wishing to access the station by car can make use of public car parks in the city. As previously noted the applicant is reviewing the east side of the station and car parking requirements will be considered in this review. The detail of the east side of the station will be development in the next stage.

ROAD NETWORK 5.5 There are 30 mph speed limits and a good level of street lighting on all roads surrounding Glasgow Queen Street Station. The surrounding routes are described in more detail as follows:

Cathedral Street

5.6 The section of Cathedral Street that bridges the rail tracks for Glasgow Queen Street Station is approximately 10 m in width and operates as a one-way only link for cycles, buses and taxis in a westbound direction.

5.7 At the eastern end of the bridge there is a signalised crossroads connecting to North Hanover Street. At the western end, Cathedral Street forms a junction with Dundas Street and to the west of this junction Cathedral Street becomes Bath Street and permits two-way traffic flow operating one lane in each direction as it passes across Buchanan Street.

North Hanover Street

5.8 North Hanover Street lies to the east of the station and operates with two-way flow along a north-south orientation, with the exception of a short section which is a cycle, bus, taxi lane in a northbound direction only. The road varies from one lane in each direction (to the south of Cathedral Street) to multiple lanes on approach to the junctions. On-street parking is prohibited on North Hanover Street in the vicinity of the station.

5.9 The general characteristics of North Hanover Street adjacent to Glasgow Queen Street Station are indicated by Figures 6.1 and 6.2.

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Figure 5.1 North Hanover Street

Figure 5.2 North Hanover Street

West George Street

5.10 In the vicinity of the station, West George Street is approximately 11 m wide, the street has 4 no. traffic lanes for eastbound travel only. One lane comprises of 2 no. bus stops, two lanes are for through traffic and the fourth lane is used for on-street parking and as a formal taxi rank. A bus gate located to the west of the proposed development means that traffic travelling along West George Street adjacent to the station is restricted to cyclists, buses, taxis and emergency vehicles only. The bus gate is operational from 7am to 7pm, 7 days a week. All other traffic disobeying the bus gate regulations are subject to a fine.

5.11 Figure 6.3 illustrates the characteristics of West George Street adjacent to the station. No alterations are proposed as part of the proposed development with the exception of public realm enhancements at the entrance to the station.

Figure 5.3 West George Street

Dundas Street

5.12 Dundas Street sits to the west of the station. The upper part of Dundas Street is open to two-way traffic and provides access to the Buchanan Galleries South Service Yard as well as a small number of shops and residential properties. The vehicular route is not continuous and terminates just to the north of the station (due to a level change) although a pedestrian link exists between the upper and lower sections of Dundas Street. The lower section of Dundas Street is for pedestrians only with the exception of servicing vehicles.

5.13 Figure 6.4 illustrates the general existing characteristics of Lower Dundas Street.

5.14 Public realm improvements are proposed at Dundas Street where the proposed development fronts the footway.

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Figure 5.4 Dundas Street at Glasgow Queen Street Station

SERVICING 5.15 Servicing for the station will continue to be provided from Dundas Street and North Hanover Street. As previously noted the arrangements to the east of the station are under review.

INTEGRATION 5.16 The proposed development is anticipated to integrate well with the local road network.

6 Summary and Conclusions

SUMMARY 6.1 JMP Consultants Ltd (JMP) has been commissioned by Network Rail (the applicant) to prepare a Transport Statement (TS). The purpose of the TS is to describe the operational aspects of Glasgow Queen Street Station post completion of Glasgow Queen Street Station Concourse Redevelopment (the proposed development).

6.2 The following infrastructure is proposed by the applicant to improve and enhance accessibility based on predicted passenger growth and analysis of passenger flows:  Concourse redevelopment to create legible routes to / from station entrances.  New access to the station from Dundas Street / West George Street.  Improved access to the station from George Square.  Improved access to the station from North Hanover Street.  Improvements to rail passenger connectivity between High and Low Level platforms.  Improved and enhanced way-finding.  50 cycle parking spaces (minimum no.) located to the east of the station.  Dedicated station taxi rank and pick-up / drop-off area.

CONCLUSIONS 6.3 The TS concludes that when operational Glasgow Queen Street Station is anticipated to integrate and complement the city’s transport network while enhancing the accessibility of the station for those arriving on foot, by bike, by public transport or by car.

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