Creating people-first infrastructure in a city centre Campus

Options Appraisal

May 5, 2020

Prepared for:

University of Strathclyde, City of Glasgow College and Glasgow City Council

Prepared by:

Stantec UK Ltd

Revision Description Author Quality Check Independent Review 1.1 Draft BR NC RM

CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

This document entitled Creating people-first infrastructure in a city centre Campus was prepared Stantec UK Ltd (“Stantec”) for the account of The University of Strathclyde, City of Glasgow College and Glasgow City Council (the “Client”). Any reliance on this document by any third party is strictly prohibited. The material in it reflects Stantec’s professional judgment in light of the scope, schedule and other limitations stated in the document and in the contract between Stantec and the Client. The opinions in the document are based on conditions and information existing at the time the document was published and do not take into account any subsequent changes. In preparing the document, Stantec did not verify information supplied to it by others. Any use which a third party makes of this document is the responsibility of such third party. Such third party agrees that Stantec shall not be responsible for costs or damages of any kind, if any, suffered by it or any other third party as a result of decisions made or actions taken based on this document.

Prepared by (signature) Brendan Reynolds

Reviewed by (signature) Gordon Scott

Approved by (signature) Ralston Mackenzie

CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Table of Contents

ABBREVIATIONS ...... IV

1.0 INTRODUCTION ...... 1.1 1.1 BACKGROUND ...... 1.1 1.2 PLACES FOR EVERYONE PROCESS ...... 1.3 1.3 ROUTE OPTIONS APPRAISAL ...... 1.4

2.0 OBJECTIVES ...... 2.8 2.1 AIMS ...... 2.8 2.2 CORE OBJECTIVES ...... 2.9

3.0 EXISTING SITUATION ...... 3.11 3.1 EXISTING CYCLE INFRASTRUCTURE ...... 3.11 3.2 EXISTING STREET LIGHTING ...... 3.12 3.3 AUDIT OF EXISTING INFRASTRUCTURE ...... 3.13 3.4 WAYFINDING SIGNAGE ...... 3.20 3.5 DROP KERBS AND TACTILE PAVING ...... 3.21 3.6 ON-STREET PARKING ...... 3.21

4.0 PLANNED FUTURE WORKS ...... 4.22 4.1 FUTURE WORKS OR PROJECTS ...... 4.22

5.0 LAND OWNERSHIP ...... 5.25 5.1 HIGH LEVEL CONSIDERATION ...... 5.25

6.0 POPULATION, TRIP GENERATION AND TRAVEL PATTERNS ...... 6.26 6.1 POPULATION ...... 6.26 6.2 TRIP GENERATORS ...... 6.28 6.2.1 Schools and Further Education (Pupils and Staff) ...... 6.29 6.2.2 Student Accommodation ...... 6.29 6.2.3 Transport Hubs ...... 6.30 6.2.4 Tourist Attractions ...... 6.30 6.2.5 Health and Retail ...... 6.30 6.3 TRAVEL PATTERNS ...... 6.31 6.3.1 Pedestrian and Cycle Movements ...... 6.32 6.3.2 Method of Travel to Work ...... 6.38 6.3.3 Distance Travelled to Work or Study ...... 6.39 6.3.4 Further Understanding ...... 6.40

7.0 OPTIONS BEING APPRAISED ...... 7.41 7.1 DESCRIPTION OF EACH OPTION ...... 7.41

8.0 COSTED ESTIMATE FOR EACH OPTION...... 8.48 8.1 HIGH-LEVEL COST ESTIMATES ...... 8.48

CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

9.0 OPTION APPRAISAL ...... 9.52 9.1 METHODOLOGY ...... 9.52 9.2 APPRAISAL RESULTS ...... 9.53 9.3 STRATEGIC ROUTES ...... 9.55

10.0 OPPORTUNITIES ...... 10.57 10.1 POTENTIAL OPPORTUNITIES ...... 10.57 10.1.1 The Avenues Projects ...... 10.57 10.1.2 Heart of The Campus (HoTC) ...... 10.57 10.1.3 Queen Street Regeneration ...... 10.57 10.1.4 Low Emission Zone ...... 10.58 10.1.5 City Centre 20mph Zone ...... 10.58 10.1.6 New University of Strathclyde Developments ...... 10.58 10.1.7 The Former City of Glasgow College Buildings ...... 10.58 10.1.8 Collegelands Development ...... 10.58 10.1.9 Sighthill Regeneration Area ...... 10.58 10.1.10 Pedestrianisation of George Street ...... 10.59 10.1.11 Glasgow City Council Plans and Strategies ...... 10.59 10.1.12 New Student Accommodation ...... 10.59 10.1.13 Wayfinding Signage ...... 10.59 10.1.14 Street Lighting ...... 10.59 10.1.15 Equality Act ...... 10.59

11.0 RECOMMENDATION ...... 11.1 11.1 PREFERRED OPTIONS ...... 11.1 11.2 NEXT STEPS ...... 11.2

LIST OF TABLES Table 3.1 Survey Categories and Descriptions...... 3.15 Table 3.2 Summary of Detailed Walking Surveys ...... 3.17 Table 6.1 Summary of Data Sources ...... 6.26 Table 6.2 Schools and Further Education (Pupils and Staff) ...... 6.29 Table 6.3 Student Accommodation ...... 6.29 Table 6.4 Transport Hubs ...... 6.30 Table 6.5 Data Collection Overview ...... 6.31 Table 7.1 Options Being Appraised ...... 7.41 Table 8.1 High-Level Cost Estimate ...... 8.48 Table 9.1 Link Option Appraisal ...... 9.53 Table 9.2 Strategic Link Options Appraisal ...... 9.56

LIST OF FIGURES Figure 1.1 General location ...... 1.2 Figure 1.2 Places for Everyone Process ...... 1.4 Figure 1.3 Community Engagement Plan Overview ...... 1.7 Figure 2.1 Study Extents ...... 2.10 Figure 3.1 Existing Cycling Infrastructure ...... 3.12

CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Figure 3.2 Street Lighting Survey ...... 3.13 Figure 3.3 Detailed Walked Survey Links ...... 3.14 Figure 3.4 Survey Points ...... 3.16 Figure 3.5 Detailed Walk Survey Data Points ...... 3.17 Figure 4.1 Future Works and Projects ...... 4.24 Figure 6.1 PfE Area Investigated ...... 6.27 Figure 6.2 Estimated change in Population (2011 to 2017) ...... 6.28 Figure 6.3 Trip Generators ...... 6.31 Figure 6.4 Data Collection locations ...... 6.32 Figure 6.5 Example NMU Summary (St Mungo Avenue / North Hanover St.) ...... 6.33 Figure 6.6 Non-Motorised User Survey Results ...... 6.34 Figure 6.7 Daytime Video Analysis Example (St Mungo Avenue / North Hanover St.) ...... 6.35 Figure 6.8 NMU Daytime Flows ...... 6.36 Figure 6.9 Night-time Video Analysis Example (St Mungo Avenue / North Hanover St.) ...... 6.37 Figure 6.10 NMU Night-time Movements ...... 6.38 Figure 6.11 Method of Travel to Work (2011 Census) ...... 6.39 Figure 6.12 Scottish Census 2011: Distance of Travel to Work or Study ...... 6.40 Figure 9.1 Options Appraisal Links ...... 9.53 Figure 9.2 Option Appraisal Score Overview ...... 9.55 Figure 9.3 Strategic Routes...... 9.56 Figure 11.1 Summary of Preferred Options ...... 11.1 Figure 11.2 Aspirational City Centre Cycle Routes (City Centre Transport Strategy and Strategic Plan for Cycling 2016-2025) ...... A.4 Figure 11.3 Sauchiehall Street ...... A.5 Figure 11.4 Glasgow's 20mph Zone ...... A.7 Figure 11.5 New Bus Gates in Glasgow City Centre ...... A.8

LIST OF APPENDICES

APPENDIX A FUTURE PLANS ...... A.1 A.1 Glasgow City Development Plan ...... A.1 A.2 Glasgow City Centre Transport Strategy 2014-2024...... A.2 A.3 Glasgow’s Strategic Plan for Cycling 2016-2025 ...... A.3 A.4 Glasgow City Region Deal Funding – The Avenues Project ...... A.4 A.5 Low Emission Zone ...... A.6 A.6 City Centre 20mph Zone ...... A.6 A.7 Bus Gates ...... A.7

Abbreviations

PfE Places for Everyone

GCC Glasgow City Council

CGC City of Glasgow College

UoS University of Strathclyde

CLF Community Links Fund

TRO Traffic Regulation Order

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Introduction

1.0 INTRODUCTION

1.1 BACKGROUND

The University of Strathclyde (UoS) and the City of Glasgow College (CGC) have been providing teaching and learning opportunities in the central Glasgow area for a significant period of time. Both UoS and CGC are undertaking a renewal and improvement programme for their buildings to accommodate an increase of student numbers and to improve the student experience. As new buildings have been constructed the built environment that surrounds them has been modified to align with a shifting focus of movements in the city centre. The key changes that are taking place is a concentration of activity, both in respect of learning and teaching and an increase in student accommodation in the local area and people movements through the area.

The context of the above is aligned with changing policies within Glasgow City Council to enhance the surface streets within the city centre to allow an improved environment for pedestrians and cyclists to balance the needs of all other road users. The development of the ‘Avenues’ is an example of this focus and other issues such as air quality and Low Emission Zones (LEZs) help to reinforce the importance of accommodating sustainable movements within the local area. Enhancements to both open spaces, seating area, event spaces and improved connections between these is a key focus of both organisations to encourage additional footfall and cross movements that need to be accommodated safely.

Following some discussions linked to the learning and teaching building on North Portland Street, Stantec (formerly Peter Brett Associates LLP) prepared a successful joint funding application for Sustrans Places for Everyone (PfE), on behalf of the University of Strathclyde, the City of Glasgow College and Glasgow City Council (the Partners). The UoS and CGC are both significant higher and further education establishments that are based in the heart of central Glasgow (see Figure 1.1) and, along with Glasgow Caledonian University, form a loosely defined learning quarter to the north-east of the city centre. (as shown in Figure 1.2 below).

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Introduction

Figure 1.1 General Location

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Introduction

Figure 1.2 – Location in Glasgow City Centre

One of the challenges that is presented to the Partners and Sustrans is how the above area is perceived and how you can influence behaviours within public streets that currently allow unhindered access for private cars, buses, taxis and servicing. To challenge the dominance of these vehicles a combined approach by the University of Strathclyde and the City of Glasgow College has been formed to strengthen their joint ambitions.

Although the study is being taken forward by the Partners, the above figure demonstrates that these organisations are not and will not be considered in isolation. It is important that they also compliment other aspirations of the ‘Learning Quarter’ including those of the Glasgow Caledonian University, Glasgow City Council’s City Development Plan and the Glasgow City Region Deal activity which incorporates the Avenues programme and wider development led projects within the area. 1.2 PLACES FOR EVERYONE PROCESS

To aid partners in understanding the quality of infrastructure expected by Places for Everyone, a set of Design Principles have been developed.

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Introduction

• Projects which significantly reallocate road space in favour of protected cycle ways, or otherwise restrict motor traffic, will be given priority over those projects which do not.

• Projects should benefit people who are cycling, walking and wheeling.

• Projects that benefit one active mode to the detriment of another will not be supported.

In addition, Sustrans Scotland recommends, as a default position, that people on foot and those on bike do not share footways (pavements beside a carriageway) in urban settings. This aspect will be subject to further guidance and communication from Sustrans and does not apply to parks, rural paths or settings other than urban footways.

Figure 1.2 Places for Everyone Process

This Feasibility Study forms part of Stage 1: Preparation and Brief and therefore is relatively high-level in nature. 1.3 ROUTE OPTIONS APPRAISAL

This document represents the Route Options Appraisal for the project and is presented in accordance with Sustrans Route Option Appraisal and Feasibility Study minimum requirements. Although originally developed for the Community Links Programme, it remains relevant for studies undertaken in accordance with the PfE process.

In relation to Route Options Appraisal and Feasibility Studies, it states:

“This should be a two-stage process whereby a route option appraisal is undertaken followed by a feasibility study. The route option appraisal should examine all possible options and identify a preferred option that makes it easier for people to walk and/or cycle. The feasibility study should then be carried out on the preferred option.”

Further:

“Once a preferred option has been identified and agreed through the route option appraisal process, a detailed feasibility study should be carried out.”

A number of documents have already been prepared as part of the study, as follows:

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Introduction

Strategic Definition

In 2019, Stantec prepared the Strategic Definition for the Creating people-first infrastructure in a city centre Campus project.

The Strategic Definition sets out the project aims and strategic vision, how it will alignment with the principles of Community Links Funding, project outcomes and future monitoring and provides an overview of the design phase of the project.

Viable Business Case

A Viable Business Case has been prepared following the principals of the Five Case Model which outlines the strategic, socio-economic, commercial, financial and management case for the Creating people-first infrastructure in a city centre campus’ project. This document also provides an overview of the construction phase for years 2/3 and programme and timescales for delivery of all Stage 0 and 1 tasks to be submitted by 15th May 2020.

Places for Everyone - Non-Motorised User (NMU) Survey Results (24-hours)

Baseline NMU surveys were commissioned using video footage at 23 separate survey locations across the Learning Quarter over a 24-hour period. The subsequent report presents all footway and crossing movements by volume and direction across the AM peak, inter-peak, PM peak and full 24-hour survey period.

Places for Everyone; People First in a City Centre Campus – Daytime Video Analysis

Stantec analysed the NMU survey footage across 23 separate survey locations to build a profile of existing behaviour across the study area during the daytime period (0700 – 1900). This report provides an insight into key NMU desire lines, volumes of movement, potential barriers and other observed behaviours and presents findings in a manner that is visually appealing and easy to interpret.

Places for Everyone; People First in a City Centre Campus – Night-time Video Analysis

In addition to the above, Stantec analysed NMU survey footage across all 23 survey locations to build a profile of existing behaviour across the study area during the night-time period (1900 – 0700). The report provides an overview of observed NMU behaviour at each survey location NMU movements, volumes and desire lines and highlights the quality of street lighting and other potential barriers for NMU movements in the study area during this time period. All findings are presented in a manner that visually appealing and easy to interpret.

Equality Impact Assessment (EqIA) – Screening Form

Stantec have prepared an Equality Impact Assessment (EqIA) based on Glasgow City Council’s ‘Avenues’ template. The EqIA provides an overview of the project details, evidencing what is currently known about the experiences of people under a variety of characteristics, the anticipated impact, assessment and actions.

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Introduction

Stakeholder Engagement

Stantec has prepared Community Engagement Strategy, stakeholder mapping and a Communications Plan in line with Sustrans Places for Everyone guidance. The Communication Plan has been prepared using a Sustrans template and has three key objectives:

 Ensure that decision makers, funders, partners, residents and interest groups are fully involved in the design of the link;

 Raise awareness of where the link is, how to get to it, where it connects to and its safe and responsible use; and

 Encourage the use of the link by promoting a series of related benefits, including connectivity, convenience and accessibility to services, employment and play, health and wellbeing, recreation, outdoor learning, events, social contact, identity and belonging, feeling safe, natural space and climate change.

Community and stakeholder engagement will be key, to understand more about how people use the space and what improvements they would like to see, as the project moves through the PfE stages

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Introduction

Figure 1.3 Community Engagement Plan Overview

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Objectives

2.0 OBJECTIVES

The aims and vision of the project is to form an active, safe and walkable learning quarter in the north- east of the city centre through the creation of an innovative urban realm, which improves the physical environment and allows the student population to move freely between the University of Strathclyde, City of Glasgow College and nearby Glasgow Caledonian University and the rest of the city centre.

All Partners aim to create a ‘people first’ environment that can act as an exemplar ‘model’ of how to change city centre space to reflect the needs of walking and cycling trips, as the preferred sustainable mode of travel. The area is to be designed so that it functions first and foremost for pedestrians, particularly by sustainable means. This will be achieved by reducing barriers to movements and improving connections between origins and destinations in order to:

 Create a visionary urban realm that is ‘People First’

 Align works with the ambitions of GCC ‘Avenues’ project (which includes Cathedral Street, North Hanover Street and George Street)

 Increase the number of people using the spaces

 Improve the sense of place and accommodate pedestrian movements through the area while also creating places that people can use for meeting, socialising and events

 Create an environment that calms traffic and enhances the city’s urban realm, and

 Improve accessibility by inclusive design.

The work will build a dynamic streetscape that encourages users to make better use of the existing footways and footpaths and to ensure that improved links are well designed to generate movements between existing buildings, communities and tourist attractions in the area (Glasgow Cathedral, The Necropolis and Drygate) and the wider functions of the City Centre. 2.1 AIMS

The project aims are to:

 Enhance the urban environment for students, staff and visitors

 Ensure that infrastructure promotes walking and cycling and sustainable travel modes

 Encourage people to use active travel routes and be led to use them by inclusive design

 Create improved linkages between buildings, key destinations and train stations/bus station/city centre

 Facilitate safe and secure pedestrian routes that can be used at all times, day and night

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Objectives

 Ensure that disabled access is possible across the entire study area by improved provision of dropped kerbs and level access where practicable

 Design and encourage cycling routes and provide sufficient cycle parking at key destinations

 Work with Glasgow City Council (Land and Environmental Services and Development and Regeneration Services) to achieve joint goals

 Dovetail with the Avenues concept to ensure seamless transition for all road users

 Promote the hierarchy of travel use as proposed by Designing Streets (National Policy Objective)

 Create a system of footways, footpaths and cycle paths that can safely accommodate the volume of users in the local area, and

 Provide linkages from residential buildings with teaching buildings, sports facilities and student Unions.

2.2 CORE OBJECTIVES

The core overarching objectives for this project were defined within the initial funding application and remain the same. These were identified as:

 Create a first class and visionary urban realm that is ‘Pedestrian First’

 Align works with the themes delivered as part of the ‘Avenues’ project (which includes Cathedral Street, North Hanover Street and George Street)

 Larger numbers using the spaces safely (including pass through trips; and

 Create an environment that calms traffic and enhances the city’s urban realm.

Figure 2.1 below shows how the Creating people-first infrastructure in a city centre Campus Community Links Funding study links to the Avenues project and the Pedestrianisation and Re-landscaping of Rottenrow Gardens.

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Objectives

Figure 2.1 Study Extents

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Existing Situation

3.0 EXISTING SITUATION

As part of the PfE funding process Stantec have undertaken detailed walked surveys of the campuses and an extensive desktop review of the study area to gain a better understanding of all existing walking, cycling and wheeled infrastructure.

This section of the report provides an overview of some of the key issues and constraints identified during detailed walked surveys and desktop reviews of the study area. 3.1 EXISTING CYCLE INFRASTRUCTURE

The figure below shows all identified existing cycle infrastructure both within and around the study area. Key considerations are:

 Glasgow College Cycle Routes

 Glasgow Nextbike docking stations, and

 Core Paths (Scotland).

The location of existing cycle infrastructure is shown in Figure 3.1 below.

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Existing Situation

Figure 3.1 Existing Cycling Infrastructure

A review of the existing cycle infrastructure indicates that the Learning Quarter is served by the Glasgow College Cycle Route consisting on a mixture of routes on street and shared space routes. Overall, the study area is lacking in formalised cycling infrastructure. 3.2 EXISTING STREET LIGHTING

The figure below shows the result of a lighting survey conducted in May 2019 within the study area. Each link has been scored based on the criteria below:

• Good quality lighting • Average quality lighting, and • Poor quality lighting.

Figure 3.2, below, displays the scores attributed to each link within the study area.

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Existing Situation

Figure 3.2 Street Lighting Survey

Figure 3.2 above indicates that the standard of street lighting varies across the study area. Street lighting is classified as good in the general vicinity of George Street, Cathedral Street and High Street. These areas benefit from street lighting that is unobscured and areas where Light Emitting Diodes (LED) have been recently installed.

In the area of Townhead, street lighting has been classified as average on most links. The standard of lighting in this area varied with street lighting generally provided by Glasgow City Council’s road lighting lanterns which were obscured by trees branches in some locations.

Street lighting on St. James Road and some areas of University of Strathclyde campus were classified as poor resulting in areas feeling uninviting for users. However, it should be noted that poor street lighting on Rottenrow, Richmond Street and North Portland Street was the result of ongoing building work on the campus. 3.3 AUDIT OF EXISTING INFRASTRUCTURE

In April 2019, Stantec undertook detailed walked surveys of the study area to understand the underlying issues which need to be addressed to improve walking and cycling routes and enhance the placemaking

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Existing Situation

credentials. The surveys were undertaken during daylight hours and in darkness and this section of the report provides an overview of the findings.

Figure 3.3 shows a total of 25 links covered by the walked surveys.

Figure 3.3 Detailed Walked Survey Links

All surveys were undertaken using Survey123, a GPS tracked data gathering service created by ESRI and compatible with ArcGIS for analysis purposes. The surveys identified issues using 12 overarching categories as described in Table 3.1.

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Existing Situation

Table 3.1 Survey Categories and Descriptions

Intervention/Issue Description

Conflict Conflicts between pedestrians / cyclists / vehicles which are a safety concern

Cycle Facilities Any cycle facilities, such as parking or cycle lanes

Drop Kerb Missing Any drop kerbs which appear to be missing

Drop Kerb A catalogue of all drop kerbs

Footways Log of pedestrian facilities and routes

Areas where there are potential lighting issues (these will be confirmed in the Lighting night-time surveys)

Other Miscellaneous issues

Parking Issues involving parked vehicles

Security Areas which may not feel safe or have obvious security issues

Street Furniture Points where street furniture clutter footways or cause obstructions

Traffic signals which appear to have timings orientated to accommodate vehicle Traffic Signals movements

Vehicle Issues Signs of poor driver behaviour

The map shown below in Figure 3.4 displays the coverage of the daytime and night-time surveys.

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Existing Situation

Figure 3.4 Survey Points

A total of 423 data points were collected and the breakdown by category for the whole are shown in Figure 3.5. Data for each link was also collated and summarised.

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Existing Situation

Figure 3.5 Detailed Walk Survey Data Points

A summary of the main findings from the detailed walking surveys are presented in Table 3.2 below.

Table 3.2 Summary of Detailed Walking Surveys

Link Street Name Summary of Findings No. 1 Martha Street Available space on Martha Street is dedicated to vehicular traffic and parking spaces and it accommodates several accesses to buildings but is overall lightly trafficked. 2 Montrose Montrose Street is a single carriageway operating in both directions with on-street parking Street on both sides. The road has a significant gradient making it challenging for pedestrians and cyclists to negotiate. There is no formal provision of pedestrians to cross beyond the junctions at the northern and southern ends despite demonstrated desire lines / demand. Access is provided to the NCP public car park near George Street. 3 Grafton Place This is the most direct route from the City of Glasgow College to Buchanan Bus Station, but it is not well defined / publicised. Pedestrians require to walk through a car park, some sections of footpath are narrow (not suitable for pedestrians to share with cyclists) and there is a severe gradient. The section has a remote feel in some locations and the perception that personal security may be an issue. 4 St. Mungo St Mungo Avenue is a single carriageway operating in both directions with on-street Avenue parking on both sides (including nose-in bays on the southern side). The route is traffic (West) calmed with speed cushions and buildouts. At the western end there is a pedestrian link through to North Hanover Street and connecting to Buchanan Bus Station. There are number of accesses to private parking areas and drop kerb / tactile provision is generally absent throughout. 5 Townhead A continuous footpath is provided running diagonally through Townhead. Many other Footpath footpaths run off this link offering permeability through the area. For most of the route a

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CREATING PEOPLE-FIRST INFRASTRUCTURE IN A CITY CENTRE CAMPUS

Existing Situation

Link Street Name Summary of Findings No. pedestrian handrail is provided running along the centre of the path, with intermittent gaps. 6 Kennedy Kennedy Street is a wide single carriageway operating in both directions with some on- Street street parking (north side of the carriageway). This route is used by a relatively high number of students living in the Foundry Courtyard Student Living and Student Roost at Dobbie Point. There are number of accesses to private parking areas and drop kerb / tactile provision is generally absent. 7 St Mungo St Mungo Avenue is a single carriageway operating in both directions with on-street Avenue (East) parking on both sides. The route is traffic calmed with speed cushions and buildouts. 8 Taylor Place / Taylor Place is an access to a private parking area which can be used by pedestrians Nido St James travelling from St James Road to St Mungo Avenue. However, there is some conflict between pedestrians (and cyclists) and cars in the parking area. The route is not well defined / apparent to non-locals. There are several alternative pedestrian routes between St James Road and St Mungo Avenue around Nido St James Accommodation. These are typically narrow (too narrow for pedestrians and cyclists to share) and not well defined / apparent. 9 Cathedral This footpath is a strategic route for pedestrians between Cathedral Street and St James Street / St Road because there is limited alternatives. The path is narrow and has a significant slope James Road up to the peak in the middle, which hinders forward visibility. Personal security is an issue Footpath given the remoteness and enclosed nature. 10 St. James St Mungo Avenue is a single carriageway operating in both directions with on-street Road parking on the south side in locations. The route has traffic calming with speeds cushions and buildouts. Near to the Andersonian Library there is a key crossing facility comprising a refuge island with drop kerbs and tactile paving. The route is used as a rat-run to avoid Cathedral Street and is heavily trafficked at times with a perception of high vehicle speeds. The route is well used by pedestrians potentially traveling between the Library and Townhead, or Buchanan Bus Station. 11 Stirling Road Stirling Road comprises of four traffic lanes with no pedestrian provision adjacent to St and St James James Road where there is demand, making crossing difficult for pedestrians trying to Road Bus access bus stops on St James Road and travelling to Glasgow Royal Infirmary (given Facility high volumes of traffic). Pedestrian green man stages are provided at the southern end of Stirling Road at the Cathedral Street junction but comprise three separate crossing movements (with guardrail throughout) leading to long wait times and a sense of vehicle dominance. Access to St James Road is limited to buses and taxis and there are aspirations to upgrade this area to a bus interchange. 12 Rottenrow There are a series of footpaths between Rottenrow and Taylor Street providing an important connection for pedestrians. The paths are generally too narrow for pedestrians and cyclist to share and some are stepped making them unsuitable for those with mobility impairments. The routes are remote and personal security can be a concern, especially during darkness. 13 Rottenrow Access / egress to this section for vehicles is restricted by barrier control which keeps the East and volume of vehicles low and affords a positive pedestrian environment. Access is from Taylor Street Rottenrow East and egress from Taylor Street (one-way operation) and the land use is primarily student accommodation. The new Learning and Teaching building will be accessed from the rear by service, refuse and delivery vehicles using this route and so could create conflict with pedestrians. Some locations operate as shared space (no kerbs). A significant volume of parking is accommodated both on-street and in parking areas access from these links. Despite the low vehicle flows, kerbed footways with bollards create a sense that pedestrians should

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Existing Situation

Link Street Name Summary of Findings No. be confined to locations (including footways) which are two narrow to cope with the high demand. Taylor Street accommodates several on-street parking bays (including disabled bays). 14 George Street This link runs through a car park, upstairs and through the student accommodation / Rottenrow building (covered passage). This link is well used by students travelling from High Street East and the south / east of the city towards Cathedral Street, the Library, Strathclyde Sport and Richmond Street making it a key pedestrian link. The route is not well promoted (no signage) or apparent to users who do not know it exists. It is evident that there is a pedestrian desire line from Nicholas Street to this route by crossing George Street (worn path in grass). A formal pedestrian crossing on George Street to accommodate this movement should be considered but would likely be part of the Avenues Project. The route through the car park is well defined (paved route) but the steps mean it is not suitable for those with mobility impairments or cyclists. 15 High St. / This link has been provided to allow for a better connection to High Street Rail Station George Street and the standard of public realm is high. As noted above, it is evident that there is a Pedestrian pedestrian desire line from Nicholas Street to George Street by a worn path in the grass. Link This could be formalised with drop kerbs provided to make it Equality Act 2010 compliant. 16 Collins Street Collins Street is a wide single carriageway with on-street pay and display parking on both and Rottenrow sides of the street. East Rottenrow East is a wide single carriageway with a cobbled surface which contributes to reducing vehicle speeds but makes cycling uncomfortable. The link has a relatively steep gradient. In conjunction, both streets are used as a rat-run to avoid signalised junctions on Castle Street and Cathedral Street. While drop kerbs are generally provided at junctions there is no tactile paving. 17 Burrell’s Lane Burrell’s Lane is a narrow alley with cobbled surface and narrow footways which are not and Rottenrow kerbed and defined by bollards in places. The link provides a direct route for pedestrians Footpath to avoid the busy High Street / Duke Street / George Street junction. The link is a no through route to motor vehicles (except for access). The footpath running from High Street to Rottenrow East is narrow, stepped, remote and enclosed. It is not well publicised (poor sign provision) but, again, provides a useful direct connection. There is no formal provision for pedestrians to cross High Street on the desire line between both links. 18 Collins Street / This is a useful pedestrian route but feels remote because of lack of frontage and Castle Street overhanging trees. The route could also be made more apparent (i.e. improved signage). Footpath 19 Townhead The area adjacent to the local shops in Townhead provides a useful shared route for the Shops local community, students and those passing through the area. The link provides a direct route between student accommodation at the Foundry Courtyard and the City of Glasgow College / University of Strathclyde campuses. In its current format, the route consists of a paved area with steps, bollards and kerbs creating obstacles for wheeled users. On the southern end, there are a number of residential car parks and a lack of a coherent footway network which may be off-putting for some users. The route provides the potential for improved walking and cycling link between St. James Road and Kennedy Street and onwards to Sighthill via North Wallace Street.

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Existing Situation

Link Street Name Summary of Findings No. 20 Lord Hope This route has recently benefited from extensive placemaking improvements for the Building benefit of active travel users. The area is traffic free and benefits from a good level of sheltered and traditional Sheffield stand cycle parking, high quality paving and street lighting making it accessible by all non-motorised users. The route provides a link to several key trip generators including the Andersonian Library, Strathclyde Sport Building, Lord Hope Building and student accommodation at St. James House, as well as providing a link between George Street and St. James Street. 21 North Wallace North Wallace Street is a single carriageway operating in both directions with access on Street the northern end restricted to a left turn movement to Baird Street for motor vehicles. The route is lightly trafficked with on-street parking along both sides of the street along with three access points (2 west, 1 east) to industrial premises. Carriageway widths are generous on the southern end but reduce to the north largely due to the presence of bus stands along the west side. The street provides a potential link to Sighthill via the footbridge across the M8, but this is not immediately apparent. Footways are located on both sides of the carriageway but dropped kerbs / tactile paving and cycle infrastructure is generally absent. 22 St. Mungo This section of St. Mungo Avenue is a wide single carriageway operating in both Avenue directions with some on-street parking (east side of the carriageway). This section of the (West) route is used by a relatively high number of students and local community moving between Townhead, North Hanover Street and Buchanan Street Bus Station via Link 5. Active travel movements to/from North Hanover Street are hampered by narrow footway, some with steps making them unsuitable for cyclists and other wheeled users. Drop kerb / tactile provision is generally absent. 23 Shuttle Street Shuttle Street is located on the eastern side of University of Strathclyde’s Technology and Innovation Centre. The street has recently been upgraded as part of wider works undertaken in the area and benefits from generous footways with drop kerbs and good standard of street lighting in the area. No cycle infrastructure was identified in the area. The road operates a one-way system for motor vehicles in the southbound direction and on-street parking is prohibited along its full extent. 24 College Street Like Shuttle Street, College Street has recently benefited from upgrading works undertaken in the area. The route is located close to student accommodation and provides a direct link between High Street and The Technology and Innovation Centre. No cycle infrastructure was identified in the area. The street itself operates a one-way system in the eastbound direction for motor vehicles and is lightly trafficked. Time limited on-street parking is located along the southern side. Street lighting and footway provision is of a good standard along the full length of the street with drop kerbs located to match desire lines. 25 Albion Street Albion Street is situated to the west of The Technology and Innovation Centre and provides a link between Ingram Street and George Street. This route has recently been upgraded as part of wider works undertaken in the area and benefits from a good standard of street lighting and footway provision with drop kerbs at key crossing points. Cycle parking provision is provided along the western footways, but no other cycle infrastructure was identified. The street operates a one-way system in the northbound direction with on-street parking located along the western side. 3.4 WAYFINDING SIGNAGE

The detailed walked surveys highlighted the lack of a strategic approach to the provision of wayfinding signage in the study area. Several key locations within the Learning Quarter and wider destinations in the

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Existing Situation

city are not well publicised. There is also a distinct lack of estimated walking and cycling times, distance and information to key destinations on several well used routes. Further detail is provided in Section 6.1 of this report. 3.5 DROP KERBS AND TACTILE PAVING

The detailed walked surveys highlighted that the provision of drop kerbs and tactile paving varies throughout the study area. Multiple areas were identified where drop kerbs and tactile paving are missing making it particularly challenging for mobility impaired users to navigate the study area, particularly around Townhead, Martha Street, Montrose Street, Collins Street, St. James Road and other locations. Further detail is provided in Section 7.1 of this report. 3.6 ON-STREET PARKING

The detailed walked surveys identified that several areas of the study area allow on-street parking opportunities, either as pay and display spaces or permit holders. In some parts of the study area, pay and display parking presents a potential constraint to proposed improvements to the walking and cycling network within the Learning Quarter.

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Planned Future Works

4.0 PLANNED FUTURE WORKS

4.1 FUTURE WORKS OR PROJECTS

A full review of future planned works and projects within and around the study area has been undertaken. Key considerations are:

 Collegelands development - a 14-acre mixed use regeneration project located in the heart of Glasgow1.

 Sighthill Regeneration Area2 - The £250 million Sighthill Transformational Regeneration Area (TRA) is the biggest such project in the UK outside of London. When complete, the project will have created a new neighbourhood on the north side of the city centre, just 15 minutes’ walk from George Square. The aspiration is to make Sighthill a cycling village and a new active travel bridge over the M8 connecting to the city centre is proposed (linking to the study area of this project at North Wallace Street in Townhead).

 Potential Bus Interchange on St. James Road – Glasgow City Council have an aspiration to provide this.

 Queen Street Train Station redevelopment3 – as part of the Edinburgh Glasgow Improvement Programme (EGIP), the Scottish Government has invested £120 million to redevelop Glasgow Queen Street Station as part of the wider improvement of railway infrastructure across central Scotland. Glasgow Queen Street Station is Scotland’s third busiest station with the number of annual passengers anticipated to grow by 28 million passengers (+40 per cent) by 2030.

 University of Strathclyde - Heart of the Campus4 - The Pedestrianisation and Re- landscaping of Rottenrow Gardens project is linked to the University’s wider ambitions to create a better sense of place and to ensure that movements between buildings are as safe as possible for students, staff and visitors. This will include the pedestrianisation of Rottenrow, North Portland Street and Richmond Street.

 University of Strathclyde – Teaching and Innovative Centre 2 (TIC2)5 – part of the University of Strathclyde’s £1 billion building programme between 2008 – 2025, TIC2 will create innovation district in the heart of Glasgow City to create a hub for entrepreneurship, innovation, and collaboration.

1 http://www.dawn-developments.co.uk/collegelands1.html 2 https://www.glasgow.gov.uk/CHttpHandler.ashx?id=39939&p=0 3 https://www.networkrail.co.uk/running-the-railway/our-routes/scotland/glasgow-queen-street-station 4 https://www.strath.ac.uk/workwithus/glasgowcityinnovationdistrict/ 5 https://www.strath.ac.uk/workwithus/glasgowcityinnovationdistrict/

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 The Glasgow Avenues project6 - as part of the Glasgow City Region City Deal funding, Glasgow City Council is investing approximately £115 million within the city centre to deliver on the Enabling Infrastructure - Integrated Public Realm (EIIPR) programme.

 Potential pedestrianisation on George Street.

 The routes identified within Glasgow's Strategic Plan for Cycling 2016 - 20257 - which sets out Glasgow’s vision, objectives, targets and actions for increasing levels of cycling – for leisure, as a mode of transport and for sport. It contains a plan showing the cycle network / infrastructure the Council want to create across the city.

 Glasgow City Development Plan (CDP) which sets out the Council’s priorities for the next 10 years for the city including a spatial strategy, policies and proposals for the future use of land infrastructure. It provides a framework for implementing the Council’s broader aims and objectives.

 Glasgow City Centre Transport Strategy 2014-20248 which seeks to prioritise pedestrians, public transport and cyclists, while minimising the impact of private cars.

 On 31 December 2018 Scotland’s first Low Emission Zone (LEZ)9 came into effect in Glasgow City Centre. The implementation will be phased, with the first phase only applying to local bus services. It is planned that on 31 December 2022 the LEZ will be fully implemented and so all vehicles entering the zone must meet specific exhaust emission standards.

 City Centre 20mph Zone10 - on 21st March 2016, all city centre roads reduced their speed limit to 20mph; the primary motivation is to improve safety and make the city centre a more pedestrian friendly place.

 Glasgow City Council have added further bus priority measures into the city after initially introducing a bus gate at Nelson Mandela Place leading to George Square. On the 2nd September 2019 bus gates at Oswald Street (between Midland Street and Argyle Street) and Union Street (between Gordon Street and Argyle Street) became operational.

Figure 4.1 below shows the location of the identified future works and projects within and around the study area.

6 https://www.glasgowcitycentrestrategy.com/project/city-centre-avenues 7 https://www.glasgow.gov.uk/CHttpHandler.ashx?id=33403&p=0 8 https://www.glasgow.gov.uk/CHttpHandler.ashx?id=27887&p=0 9 https://www.glasgow.gov.uk/citycentrezone 10 https://www.glasgow.gov.uk/citycentrezone

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Figure 4.1 Future Works and Projects

Figure 4.1 above shows how the Creating people-first in a city centre campus Places for Everyone study will align to Glasgow City Council’s Avenues project (which includes Cathedral Street, North Hanover Street and George Street), the Heart of the Campus project and Sighthill Cycling proposals.

The 2019 Non-Motorised User (NMU) data revealed that pedestrian movements in the area are already high in many locations during the daytime period and with greater volumes expected on the completion of the proposed developments as pedestrians, cyclists and wheeled users will be better accommodated in the proposed design solutions.

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Land Ownership

5.0 LAND OWNERSHIP

5.1 HIGH LEVEL CONSIDERATION

Stantec has requested land ownership information from Glasgow City Council. Once received a review will be undertaken to identify if any parcels of land are not owned by the Partners.

At this stage there are no significant risks identified regarding land ownership and it is assumed that most, if not all, land required is in the ownership of one of the Partners. This will be reviewed on ongoing basis as the project evolves and preferred route options emerge.

Further investigation will be required at the following locations:

• Former City of Glasgow College Buildings on North Hanover Street • Residential car parks and green spaces in Townhead • The parcel of land running parallel to George Street (south side) immediately west of the Old College Bar • The car park east of the Graham Hills Building on North Hanover Street (College of Building and Printing) and Cathedral Street (the Charles Oakley Building) • The pedestrian route running between Collins Street and Castle Street, and • The vacant parcel of land immediately north of Burrell’s Lane.

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Population, Trip Generation and Travel Patterns

6.0 POPULATION, TRIP GENERATION AND TRAVEL PATTERNS

Stantec has undertaken a full review of key population centres, trip generators and travel patterns both within and around the study area. The summary of data sources is shown in Table 6.1.

Table 6.1 Summary of Data Sources

Data Type Data Source Population Data 2011 2011 Scottish Census Data 2017 Population Estimates Mid-Year Population Estimates 2017 Levels of qualification 2011 Scottish Census Data Household Estimates 2014 National Records of Scotland (NRS) Household Estimates 2017 National Records of Scotland (NRS) Population House Sales 2014-17 Scottish Housing, Money and tax, Statistics House Sales Prices 2014-17 Scottish Housing, Money and tax, Statistics Council Tax Bands 2014 Scottish Housing, Money and tax, Statistics Council Tax Bands 2014 Scottish Housing, Money and tax, Statistics Scottish Index of Scottish Government Multiple Deprivation (SIMD) 2016 Trip UK Business Register and Employment Survey BRES Data 2017 Generation 2017 Desktop Review of Trip Generators Online Sources Travel Method of Travel to Work 2011 Scottish Census Patterns Distance Travelled to Work 2011 Scottish Census Project specific data collection Data Collection Exercise DfT Stats19 Collision Data Department for Transport 6.1 POPULATION

The figure below shows the whole area being considered and the individual areas which make it up, as defined by 2011 Scottish Census datazones.

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Figure 6.1 PfE Area Investigated

Data on population and the number of households in each area has been extracted from the 2011 Scottish Census data. In addition, a review of the estimated change in population between 2011 and 2017 has been undertaken using Mid-year Population Estimates11 data.

A summary of the population information is shown in Figure 6.2 below.

11 https://www.nrscotland.gov.uk/statistics-and-data/statistics/statistics-by-theme/population/population- estimates/mid-year-population-estimates

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Gallowgate North and Bellgrove - 04

City Centre East - 04

City Centre East - 03

City Centre East - 02

City Centre East - 01

0 1000 2000 3000

2011 2017

Figure 6.2 Estimated change in Population (2011 to 2017)

The results above show that a total population of 7,241 were recorded in the study area in 2011 and 8,814 by 2017; and 1,573 increase overall.

Between 2011 and 2017, the highest increase in population was recorded in Gallowgate North and Bellgrove – 04 (915 people) followed by City Centre East – 02 (753 people). There were relatively smaller increases in population in City Centre East – 01 (101) and City Centre East – 02 (22). Interestingly, the estimated population reduced in City Centre East 03 (-212) over the same period. 6.2 TRIP GENERATORS

Stantec have undertaken a full review of the trip generators both within the Learning Quarter surrounding area. The summary of data sources is shown in the tables below.

It should be noted that these trip generators have been adversely affected by the COVID-19 outbreak and subsequent restrictions on travel. It is yet to be fully understood what, if any, permanent changes will occur from the fall out of the viral infection, but an early indication is the push for further active travel infrastructure to ensure social distancing is viable while restrictions are in place. This includes the £10 million fund from the Scottish Government to support ‘pop-up’ active travel infrastructure which are currently temporary in nature but could be worked into more permanent solutions.12

This fund, along with other options, are being tracked by Stantec to understand what opportunities there would be to incorporate these within this project.

12 https://www.transport.gov.scot/news/10-million-to-support-pop-up-active-travel-infrastructure/

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Population, Trip Generation and Travel Patterns

6.2.1 Schools and Further Education (Pupils and Staff)

Table 6.2 presents all identified nurseries, schools and further education facilities located close to the study area:

Table 6.2 Schools and Further Education (Pupils and Staff)

Name Pupils Staff St. Mungo’s Nursery 48 513 Puddleduck Nursery 38 914 St. Mungo’s RC Primary School 206 21 University of Strathclyde 23,00015 3,50016 City of Glasgow College 30,00017 1,30018 Glasgow Caledonian University 17,00019 1,60020 Total 70,292 6,435 6.2.2 Student Accommodation

Table 6.3 presents all identified student accommodation located close to the study area.

Table 6.3 Student Accommodation

Name Location Foundry Court – Fresh Student Living Kennedy Street Collegelands - Fresh Student Living Havannah Street Nido - St. James – Student Accommodation St. James Road Nido - Boyce House - Student Accommodation Kyle Street College Apartment – Principal Apartments High Street Liberty Park - Student Accommodation High Street Student Roost - Merchant Studios Havannah Street Student Roost – Buchannan View Calgary Street Student Roost - Dobbie's Point North Hanover Street Unite Students - Blackfriars Road Blackfriars Road

13 https://www.glasgow.gov.uk/CHttpHandler.ashx?id=14529&p=0 14 https://www.puddleducknursery.co.uk/team.php 15 https://www.strath.ac.uk/studywithus/undergraduate/ 16 https://www.strath.ac.uk/workwithus/vacancies/peopleatstrathclyde/ 17 https://www.cdn.ac.uk/colleges/glasgow/city-of-glasgow-college/ 18 https://www.cityofglasgowcollege.ac.uk/sites/default/files/Annual-Review-16-17.pdf 19 https://www.gcu.ac.uk/study/internationalstudents/whystudyhere/aboutglasgowcaledonianuniversity/ 20 https://en.wikipedia.org/wiki/Glasgow_Caledonian_University

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Population, Trip Generation and Travel Patterns

6.2.3 Transport Hubs

Table 6.4 presents all identified transport hubs close to the study area.

Table 6.4 Transport Hubs

Name Annual Patronage High St. Train Station 789,09621 Glasgow Queen St. Train Station 17,207,208 Glasgow Central Train Station 32,797,088 Buchannan St. Subway Station 5.233,000 Buchannan St. Bus Station 12,067,46422 Total 68,093,876 6.2.4 Tourist Attractions

The following key trip attractors are located within the study area:

Name Annual Visitors Glasgow Cathedral 482,78323 Glasgow Necropolis 29,49524 22,000 in 2017 (Target of 50,000 after investment in new Tennent Caledonian Breweries visitor experience)

6.2.5 Health and Retail

The following key trip attractors are located within the study area:

Name Type Townhead Community Glasgow Royal Infirmary Health Glasgow City Centre Retail and Employment Buchannan Galleries Retail and Employment Total

Shown below in Figure 6.3 is the location of the trip generators.

21 https://dataportal.orr.gov.uk/statistics/usage/estimates-of-station-usage/ 22 http://www.spt.co.uk/documents/latest/rtp220618_agenda6.pdf 23 https://www.historicenvironment.scot/about-us/news/another-record-breaking-year-for-scottish-heritage- sites/ 24 https://www.glasgownecropolis.org/visitors/

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Figure 6.3 Trip Generators 6.3 TRAVEL PATTERNS

An extensive data collection exercise has been undertaken to inform the options appraisal as summarised in Table 6.5 with the locations of each survey presented in Figure 6.3 below.

Table 6.5 Data Collection Overview

Year Data Type No. of Survey Locations 2016 ANPR Data 6 Pedestrian Data 6 JTC Data 1 Pedestrian Data (Updated) 6 2018 ANPR Data 18 2019 Non-Motorised User (Pedestrians, Cyclists and Wheeled users) Data 23 Public Life Surveys 6

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Figure 6.4 Data Collection locations

The image above shows that the data collected between 2016 and 2019 provides good coverage of the study area and provides a robust basis for understanding travel patterns within the area as well as forming the baseline for future monitoring and evaluation of measures implemented.

6.3.1 Pedestrian and Cycle Movements

To gain a full understanding of exiting pedestrian movements in the study area, Stantec has prepared the following documents:

• Places for Everyone - Non-Motorised User (NMU) Survey Results • Places for Everyone; People First in a City Centre Campus – Daytime Video Analysis, and • Places for Everyone; People First in a City Centre Campus – Night-time Video Analysis.

A summary of the key findings from each document is presented in the following paragraphs.

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Places for Everyone - Non-Motorised User Survey Results

A total of 23 separate locations were surveyed over a 24-hour period with all Non-Motorised Users footway and crossing movements by pedestrians and cyclists presented during the AM Peak, interpeak, PM peak and full day period.

Figure 6.5 Example NMU Summary (St Mungo Avenue / North Hanover St.)

Figure 6.6 below summaries the daily volume of movements at each survey location.

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Figure 6.6 Non-Motorised User Survey Results

The 2019 NMU data shows that the vast majority of movements active travel movements in the study area are currently undertaken on foot. A summary of this analysis is shown below:

• Cycle movements make up 1.1% (N=2,152) of the NMU trips in the study area • High levels of NMU movements were observed opposite High Street Railway Station, High Street, and George Street • There are also relatively high NMU movements on St. Mungo Avenue, Allan Glen Place, Montrose Street and John Street and the northern end of High Street • The highest NMU crossing movements were observed at St. Mungo Avenue (2,400 bi-directional movements), High Street opposite Royal Infirmary (1,900 bi-directional movements), High Street Station (1,500 bi-directional movements) and St. James Road opposite Lord Hope Building (1,200 bi- directional movements). Places for Everyone; People First in a City Centre Campus – Daytime Video Analysis

The Daytime Video Analysis summarises the observed behaviour at each survey location noting the key desire lines, volume of movements, potential barriers, vehicle rat running and other notable behaviour relating to NMU movements in the study area.

Figure 6.7 shows an example of the daytime video analysis output which was prepared for each of the 23 locations.

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Figure 6.7 Daytime Video Analysis Example (St Mungo Avenue / North Hanover St.)

Figure 6.8, below, provides a summary of daytime NMU movements throughout the study area.

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0 to 3,000 NMU 3,001 to 8,000 NMU 8,001 to 13,500 NMU

Figure 6.8 NMU Daytime Flows

Key findings include:

 High traffic volumes on High Street create a barrier for pedestrians and cyclists opposite Glasgow Royal Infirmary, Glasgow Cathedral and Cathedral Square

 There is a lack of formal cycle infrastructure throughout the study area which requires cyclists to share the carriageway with other road users or use footpaths

 Low number of cycling movements observed on High Street, Montrose Street, Allan Glen Place, North Portland Street, Richmond Street and Martha Street

 Pedestrians were observed crossing roads outwith formal infrastructure.

Places for Everyone; People First in a City Centre Campus – Night-time Video Analysis

Stantec conducted video analysis using video footage of NMU movements across 23 separate survey locations in the PfE study area during a weekday night-time period between 1900-0700 hours.

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Population, Trip Generation and Travel Patterns

The report provides an overview of observed behaviour at each survey location including NMU movements, volumes and desire lines and highlights the quality of street lighting and other potential barriers for NMU movements in the study area.

Figure 6.9 shows an example of the night-time video analysis output which was prepared for each of the 23 locations.

Figure 6.9 Night-time Video Analysis Example (St Mungo Avenue / North Hanover St.)

Figure 6.10, below, provides a summary of night-time NMU movements throughout the study area.

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Population, Trip Generation and Travel Patterns

Figure 6.10 NMU Night-time Movements

Figure 6.10 shows that, as expected, NMU flows in the night-time are much lower than during the day.

6.3.2 Method of Travel to Work

A review of the methods of travel to work from the 2011 Census has been undertaken and is summarised in Figure 6.11 below.

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Population, Trip Generation and Travel Patterns

Scotland 17% 50% 18% 11%

Glasgow City 27% 36% 22% 12%

Study Area 15% 6% 59% 18%

Public Transport Car On foot Bicycle Work or study mainly at or from home Other

Figure 6.11 Method of Travel to Work (2011 Census)

The figure above shows that there is a very high percentage of residents in the study area (59%) walking to work compared to Glasgow City (22%) and Scotland (18%) averages. However, the number of residents traveling to work by bicycle is low in the study area (1%), mirroring similar levels in Glasgow City (1%) and Scotland (1%) at the time of the 2011 Scottish Census.

The number of people to travelling to work by car is low in the study area (6%) when compared to the Glasgow City (36%) and Scottish (50%) averages.

6.3.3 Distance Travelled to Work or Study

Information on the distance travelled to work has been taken from the 2011 Scottish Census data with results shown in Figure 6.12 below.

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Population, Trip Generation and Travel Patterns

Figure 6.12 Scottish Census 2011: Distance of Travel to Work or Study

The results show that in 2011, 53% of those living within the study travelled less than 5km to work, reflecting the close proximity to Glasgow City Centre and other major employment centres.

6.3.4 Further Understanding

Travel patterns will be explored in more detail as the study progresses through the PfE stages via the community and stakeholder engagement process. Key will be engaging with residents and groups who currently use the study area and a full stakeholder mapping exercise has been undertaken which includes commercial, residential, educational, political, leisure, services, charity and others.

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Options Being Appraised

7.0 OPTIONS BEING APPRAISED

7.1 DESCRIPTION OF EACH OPTION

The options being appraised for each link are summarised in Table 7.1, below.

Table 7.1 Options Being Appraised

Link Street Current Layout Future Layout No. Name 1 Martha Available space on Martha Street is Reallocate space to pedestrians with wider Street dedicated to vehicular traffic and parking footways / segregated cycle lanes and spaces and it accommodates several removal of on-street parking. accesses to buildings but is overall lightly Pedestrian and cycle crossing facility at trafficked. junction of Martha Street / North Fredrick Street. Make use of available space on north east side of junction with North Fredrick Street. Installation of drop kerbs / tactile throughout in accordance with the Equality Act 2010. 2 Montrose Montrose Street is a single carriageway Reallocate space to pedestrians with wider Street operating in both directions with on-street footways / segregated cycle lanes and parking on both sides. The road has a removal of on-street parking. significant gradient making it challenging for Provide formal crossings adjacent to the pedestrians and cyclists to negotiate. There Richmond Street, Rottenrow and access to is no formal provision of pedestrians to the re-landscaped area. cross beyond the junctions at the northern and southern ends despite demonstrated Consider accommodating diagonal desire lines / demand. movements which there in known to be demand for. Access is provided to the NCP public car park near George Street. Provide formal crossings at the western ends of Richmond Street and Rottenrow (likely in conjunction with above). Installation of drop kerbs / tactile throughout in accordance with the Equality Act 2010. Improved links / connections to the Heart of the Campus. 3 Grafton This is the most direct route from the City of Place Glasgow College to Buchanan Bus Station, Review layout to remove conflict between but it is not well defined / publicised. pedestrians, cyclists and vehicles. Pedestrians require to walk through a car Better define the route for active travel and park, some sections of footpath are narrow widen sections to accommodate pedestrians (not suitable for pedestrians to share with and cyclists. cyclists) and there is a severe gradient. The Installation of drop kerbs / tactile paving section has a remote feel in some locations throughout in accordance with the Equality and the perception that personal security Act 2010. may be an issue.

4 St. Mungo St Mungo Avenue is a single carriageway Review the layout to reallocate more space Avenue operating in both directions with on-street to pedestrians and cyclists by removing on- (West) parking on both sides (including nose-in street parking; bays on the southern side). The route is

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Options Being Appraised

Link Street Current Layout Future Layout No. Name traffic calmed with speeds cushions and Review the pedestrian crossing provision at buildouts. At the western end there is a the western end linking through to North pedestrian link through to North Hanover Hanover Street; and Street and connecting to Buchanan Bus Installation of drop kerbs / tactile paving Station. There are number of accesses to throughout in accordance with the Equality private parking areas and drop kerb / tactile Act 2010. provision is generally absent throughout. 5 Townhead A continuous footpath is provided running Review the requirement for guardrail which Footpath diagonally through Townhead. Many other creates severance for north / south footpaths run off this link offering movements. permeability through the area. For most of Improve links and legibility to the other key the route a pedestrian handrail is provided footpaths which connect to the route. running along the centre of the path, with intermittent gaps. Consider measures to improve personal security (improved lighting). 6 Kennedy Kennedy Street is a wide single carriageway Street operating in both directions with some on- Review layout to reallocate more space to street parking (north side of the pedestrians and cyclists by removing on- carriageway). This route is used by a street parking. relatively high number of students living in Introduce formal pedestrian crossing the Foundry Courtyard Student Living and provision. Student Roost at Dobbie Point. There are Installation of drop kerbs / tactile paving number of accesses to private parking areas throughout in accordance with the Equality and drop kerb / tactile provision is generally Act 2010. absent. 7 St Mungo St Mungo Avenue is a single carriageway Review the layout to reallocate more space Avenue operating in both directions with on-street to pedestrians and cyclists by removing on- (East) parking on both sides. The route is traffic street parking. calmed with speed cushions and buildouts. Introduce formal pedestrian crossing provision. Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010. 8 Taylor Place Taylor Place is an access to a private / Nido St parking area which can be used by James pedestrians travelling from St James Road to St Mungo Avenue. However, there is some conflict between pedestrians (and Review footpath provision with a view to cyclists) and cars in the parking area. The widening and making more visible whilst route is not well defined / apparent to non- improving perception of personal security. locals. The bus stop on St Mungo Avenue There are several alternative pedestrian (westbound) could be relocated as it blocks routes between St James Road and St access to and visibility of the route. Mungo Avenue around Nido St James Accommodation. These are typically narrow (too narrow for pedestrians and cyclists to share) and not well defined / apparent. 9 Cathedral This footpath is a strategic route for Street / St pedestrians between Cathedral Street and Review footpath provision with a view to James St James Road because there is limited widening and making more visible whilst Road alternatives. The path is narrow and has a improving perception of personal security. Footpath significant slope up to the peak in the

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Options Being Appraised

Link Street Current Layout Future Layout No. Name middle, which hinders forward visibility. Promote the availability of the route once Personal security is an issue given the improved through additional signage / remoteness and enclosed nature. gateway features. 10 St. James St Mungo Avenue is a single carriageway Road operating in both directions with on-street parking on the south side in locations. The route has traffic calming with speeds Review layout to reallocate more space to cushions and buildouts. Near to the pedestrians and cyclist by removing on- Andersonian Library there is a key crossing street parking. facility comprising a refuge island with drop Introduce formal pedestrian crossing kerbs and tactile paving. The route is used provision. as a rat-run to avoid Cathedral Street and is Installation of drop kerbs / tactile paving heavily trafficked at times with a perception throughout in accordance with the Equality of high vehicle speeds. The route is well Act 2010. used by pedestrians traveling between the Library and Townhead, or Buchanan Bus Station. 11 Stirling Stirling Road comprise four traffic lanes and Road and St there is no pedestrian provision adjacent to James St James Road where there is demand, Road Bus making crossing difficult for pedestrians Any actions will be considered in context of Facility trying to access bus stops on St James aspiration for bus interchange on St James Road and travelling to Glasgow Royal Road. Infirmary (given high volumes of traffic). Pedestrian green man stages are provided Introduce formal pedestrian crossing at the southern end of Stirling Road at the provision at St James Road / Stirling Road Cathedral Street junction but comprise three junction. separate crossing movements (with Installation of drop kerbs / tactile paving guardrail throughout) leading to long wait throughout in accordance with the Equality times and a sense of vehicle dominance. Act 2010. Access to St James Road is limited to buses and taxis and there are aspirations to upgrade this area to a bus interchange. 12 Rottenrow There are a series of footpaths between Rottenrow and Taylor Street providing an Review footpath provision with a view to important connection for pedestrians. The widening and making more visible whilst paths are generally too narrow for improving perception of personal security. pedestrians and cyclist to share and some are stepped making them unsuitable for Installation of drop kerbs / tactile paving those with mobility impairments. The routes throughout in accordance with the Equality are remote and personal security can be a Act 2010. concern, especially during darkness. 13 Rottenrow Access / egress to this section for vehicles East and is restricted by barrier control which keeps Taylor the volume of vehicles low and affords a Review layout to reallocate more space to Street positive pedestrian environment. Access is pedestrians and cyclists (in accordance with from Rottenrow East and egress from Taylor national road hierarchy) by removing on- Street (one-way operation) and the area is street parking; and primarily student accommodation. The new Consider increased cycle parking provision Learning and Teaching building will be close to Wolfson Centre and Cathedral accessed from the rear by service, refuse Street and delivery vehicles using this route and this could create conflict with pedestrians.

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Options Being Appraised

Link Street Current Layout Future Layout No. Name Some locations operate as shared space (no kerbs). A significant volume of parking is accommodated both on-street and in parking areas access from these links. Despite the low vehicle flows, kerbed footways with bollards create a sense that pedestrians should be confined to locations (including footways) which are two narrow to cope with the high demand. Taylor Street accommodates several on- street parking bays (including disabled bays). 14 George This link runs through a car park, upstairs Street / and through the student accommodation Rottenrow building (covered passage). This link is well East used by students travelling from High Street and the south / east of the city towards Cathedral Street, the Library, Strathclyde Sport and Richmond Street making it a key pedestrian link. The route is not well promoted (no signage) or apparent to users Consider provision of a staggered ramp who do not know it exists. form George Street to Richmond Street to make the route Equality Act 2010 compliant It is evident that there is a pedestrian desire and suitable for cyclists. line from Nicholas Street to this route by crossing George Street (worn path in grass). The section north of that is more challenging A formal pedestrian crossing on George due to gradients. Street to accommodate this movement should be considered but would likely be part of the Avenues Project. The route through the car park is well defined (paved route) but the steps mean it is not suitable for those with mobility impairments or cyclists. 15 High St. / This link has been provided to provide a George better connection to High Street Rail Station Provide formal, direct connection to George Street and the standard of public realm is high. As Street. Pedestrian noted above, it is evident that there is a Installation of drop kerbs / tactile paving Link pedestrian desire line from Nicholas Street throughout in accordance with the Equality to George Street by a worn path in the Act 2010. grass. This could be formalised with drop Consider improvements to perception of kerbs provided to make it Equality Act 201 personal security. compliant. 16 Collins Collins Street is a wide single carriageway Review layout to reallocate more space to Street and with on-street pay and display parking on pedestrians and cyclist by removing on- Rottenrow both sides of the street. street parking. East Rottenrow East is a wide single carriageway Potential removal of on-street parking. with a cobbled surface which contributes to Installation of drop kerbs / tactile paving reducing vehicle speeds but makes cycling throughout in accordance with the Equality uncomfortable. The link has a relatively Act 2010. steep gradient. More radical steps could include filtered In conjunction, both streets are used as a permeability though impact of dispersed rat-run to avoid signalised junctions on traffic would require to be considered.

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Options Being Appraised

Link Street Current Layout Future Layout No. Name Castle Street and Cathedral Street. While drop kerbs are generally provided at junctions there is no tactile paving. 17 Burrell’s Burrell’s Lane is a narrow alley with cobbled Lane and surface and narrow footways which are not Rottenrow kerbed and defined by bollards in places. Footpath The link provides a direct route for pedestrians to avoid the busy High Street / Duke Street / George Street junction. The Burrell’s Lane – ban through traffic (access link is a no through route to motor vehicles only for servicing), improve surfacing (or at (except for access). least partial surfacing to improve cycling / wheelchair / mobility scooter access) and The footpath running from High Street to perception of personal security. Rottenrow East is narrow, stepped, remote and enclosed. It is not well publicised (poor High Street / Rottenrow East footpath – sign provision) but, again, provides a useful widen sections where possible. direct connection. There is no formal provision for pedestrians to cross High Street on the desire line between both links. 18 Collins This is a useful pedestrian route but feels Minor modification only to improve visibility Street / remote because of lack of frontage and and personal security; and Castle overhanging trees. The route could also me Installation of drop kerbs to access from Street made more apparent (i.e. improved Collins Street in accordance with the Footpath signage). Equality Act 2010. 19 Townhead The area adjacent to the local shops in Shops Townhead provides a useful shared route for the local community, students and those passing through the area. The link provides a direct route between student accommodation at the Foundry Courtyard and the City of Glasgow College / University of Strathclyde campuses. In its current format, the route consists of a Provision of segregated cycle routes making paved area with steps, bollards and kerbs use of available space and improvements to creating obstacles for wheeled users. On the public realm. the southern end, there are a number of residential car parks and a lack of a coherent footway network which may be off putting for some users. The route provides the potential for improved walking and cycling link between St. James Road and Kennedy Street and onwards to Sighthill via North Wallace Street. 20 Lord Hope This route has recently benefited from Building extensive placemaking improvements for the benefit of active travel users. The area is Introduce formal pedestrian crossing traffic free and benefits from a good level of provision at North Wallace Street / Kennedy sheltered and traditional Sheffield stand Street junction. cycle parking, high quality paving and street lighting making it accessible by all non- motorised users. The route provides a link to

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Options Being Appraised

Link Street Current Layout Future Layout No. Name several key trip generators including Andersonian Library, Strathclyde Sport Building, Lord Hope Building and student accommodation at St. James House as well as providing a link between George Street and St. James Street. 21 North North Wallace Street is a single carriageway Wallace operating in both directions with access on Street the northern end restricted to a left turn movement to Baird Street for motor Review layout to reallocate more space to vehicles. The route is lightly trafficked with pedestrians and cyclists (in accordance with on-street parking is location along both national road hierarchy) by removing on- sides of the street along with three access street parking. points (2 west, 1 east) to industrial Promote link with proposed Avenues project premises. Carriageway widths are generous and link to Sighthill Bridge Proposal. on the southern end but reduce to the north Introduce formal pedestrian crossing largely due to the presence of bus stands provision at North Wallace Street / Kennedy along the west side. Street junction. The street provides a potential link to Installation of drop kerbs / tactile paving Sighthill via the footbridge across the M8 but throughout in accordance with the Equality this is not immediately apparent. Footways Act 2010. are located on both sides of the carriageway but dropped kerbs / tactile paving and cycle infrastructure is generally absent. 22 St. Mungo This section of St. Mungo Avenue is a wide Avenue single carriageway operating in both (West) directions with some on-street parking (east Review layout to reallocate more space to side of the carriageway). This section of the pedestrians and cyclists (in accordance with route is used by a relatively high number of national road hierarchy) by removing on- students and local community moving street parking. between Townhead, B North Hanover Street Improve pedestrian and cycle crossing and Buchanan Street Bus Station via the provision on St. Mungo Avenue between the gap way with Link 5. Active travel Townhead Path and North Hanover Street. movements to/from North Hanover Street are hampered by narrow footway, some with Installation of tactile paving in accordance steps making them unsuitable for cyclists with the Equality Act 2020. and other wheeled users. Drop kerb / tactile provision is generally absent. 23 Shuttle Shuttle Street is located on the eastern side Street of University of Strathclyde, The Technology and Innovation Centre. The street has recently been upgraded as part of wider works undertaken in the area and benefits from generous footways with drop kerbs and Installation of tactile paving in accordance good standard of street lighting in the area. with the Equality Act 2020. No cycle infrastructure was identified in the area. The road operates a one-way system for motor vehicles in the southbound direction and on-street parking is prohibited along its full extent.

24 College Like Shuttle Street, College Street has Installation of tactile paving in accordance Street recently benefited from upgrading works with the Equality Act 2020. undertaken in the area. The route is located

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Options Being Appraised

Link Street Current Layout Future Layout No. Name close to student accommodation and provides a direct link between High Street and The Technology and Innovation Centre. No cycle infrastructure was identified in the area. The street itself operates a one-way system in the eastbound direction for motor vehicles and is lightly trafficked. Time limited on- street parking is located along the southern side. Street lighting and footway provision is of a good standard along the full length of the street with drop kerbs located to match desire lines. 25 Albion Albion Street is situated to the west of The Street Technology and Innovation Centre and provides a link between Ingram Street and George Street. This route has recently been upgraded as part of wider works undertaken in the area and benefits from a good standard of street lighting and footway provision with drop kerbs at key crossing Installation of tactile paving in accordance points. with the Equality Act 2020. Cycle parking provision is provided along the western footways but no other cycle infrastructure was identified. The street operates a one-way system in the northbound direction with on-street parking located along the western side.

Each of the preferred options listed in the table above has been appraised, in detail, against Sustrans criteria in Section 9, below.

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Costed Estimate for Each Option

8.0 COSTED ESTIMATE FOR EACH OPTION

8.1 HIGH-LEVEL COST ESTIMATES

At this stage it is difficult to determine costs without knowing the precise nature of any future interventions. To inform this process, a high-level assessment of each option has been undertaken and is summarised in Table 8.1.

Table 8.1 High-Level Cost Estimate

Link Street Length Cost Likely Considerations No. Name (m) Estimate Layout Reallocate space to pedestrians with wider footways / segregated cycle lanes and removal of on-street parking. Pedestrian and cycle crossing facility at junction of Martha 1 176 Medium Segregated Martha Street / North Fredrick Street. Street Make use of available space on north east side of junction with North Fredrick Street. Installation of drop kerbs / tactile throughout in accordance with the Equality Act 2010. Reallocate space to pedestrians with wider footways / segregated cycle lanes and removal of on-street parking. Provide formal crossings adjacent to the Richmond Street, Rottenrow and access to the re-landscaped area. Consider accommodating diagonal movements which Montrose 2 224 High Segregated there in known to be demand for. Street Provide formal crossings at the western ends of Richmond Street and Rottenrow (likely in conjunction with above). Installation of drop kerbs / tactile throughout in accordance with the Equality Act 2010. Improved links / connections to the Heart of the Campus. Review layout to remove conflict between pedestrians, cyclists and vehicles. Grafton Better define the route for active travel and widen 3 317 Low Shared Place sections to accommodate pedestrians and cyclists. Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010. Review the layout to reallocate more space to pedestrians and cyclists by removing on-street St. Mungo parking; 4 Avenue 288 High Segregated (West) Review the pedestrian crossing provision at the western end linking through to North Hanover Street; and

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Costed Estimate for Each Option

Link Street Length Cost Likely Considerations No. Name (m) Estimate Layout Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010. Review the requirement for guardrail which creates severance for north / south movements. Townhead Improve links and legibility to the other key footpaths 5 637 High Segregated Footpath which connect to the route. Consider measures to improve personal security (improved lighting). Review layout to reallocate more space to pedestrians and cyclists by removing on-street Kennedy parking. 6 613 Medium Segregated Street Introduce formal pedestrian crossing provision. Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010. Review the layout to reallocate more space to pedestrians and cyclists by removing on-street St Mungo parking. 7 Avenue 429 Medium Segregated Introduce formal pedestrian crossing provision. (East) Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010. Review footpath provision with a view to widening and Taylor making more visible whilst improving perception of Place / St. personal security. 8 339 Low Segregated James The bus stop on St Mungo Avenue (westbound) could House be relocated as it blocks access to and visibility of the route. Cathedral Review footpath provision with a view to widening and Street / St making more visible whilst improving perception of 9 James 140 Low Shared personal security. Road Promote the availability of the route once improved Footpath through additional signage / gateway features. Review layout to reallocate more space to pedestrians and cyclist by removing on-street parking. St. James 10 341 Medium Segregated Introduce formal pedestrian crossing provision. Road Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010. Any actions will be considered in context of aspiration Stirling for bus interchange on St James Road. Road and Introduce formal pedestrian crossing provision at St 11 St James 273 Medium Segregated James Road / Stirling Road junction. Road Bus Facility Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010. Review footpath provision with a view to widening and making more visible whilst improving perception of 12 Rottenrow 399 Medium Segregated personal security. Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010.

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Costed Estimate for Each Option

Link Street Length Cost Likely Considerations No. Name (m) Estimate Layout Review layout to reallocate more space to Rottenrow pedestrians and cyclists (in accordance with national East and 13 317 Medium Segregated road hierarchy) by removing on-street parking; and Taylor Street Consider increased cycle parking provision close to Wolfson Centre and Cathedral Street Consider provision of a staggered ramp form George George Street to Richmond Street to make the route Equality Street / 14 144 Medium Segregated Act 2010 compliant and suitable for cyclists. Rottenrow East The section north of that is more challenging due to gradients.

High St. / Provide formal, direct connection to George Street. George Installation of drop kerbs / tactile paving throughout in 15 Street 141 Low Segregated accordance with the Equality Act 2010. Pedestrian Consider improvements to perception of personal Link security. Review layout to reallocate more space to pedestrians and cyclist by removing on-street parking. Collins Potential removal of on-street parking. Street and 16 253 Medium Segregated Installation of drop kerbs / tactile paving throughout in Rottenrow accordance with the Equality Act 2010. East More radical steps could include filtered permeability though impact of dispersed traffic would require to be considered. Burrell’s Lane – ban through traffic (access only for Burrell’s servicing), improve surfacing (or at least partial Lane and surfacing to improve cycling / wheelchair / mobility 17 161 High Shared Rottenrow scooter access) and perception of personal security. Footpath High Street / Rottenrow East footpath – widen sections where possible.

Collins Minor modification only to improve visibility and Street / personal security; and 18 Castle 94 Low Segregated Street Installation of drop kerbs to access from Collins Street Footpath in accordance with the Equality Act 2010. Townhead Provide segregated cycle lanes and improved public 19 195 Medium Segregated Shops realm using available space. Lord Hope Shared Introduce formal pedestrian crossing provision at 20 98 Low Building Space North Wallace Street / Kennedy Street junction. Review layout to reallocate more space to pedestrians and cyclists (in accordance with national road hierarchy) by removing on-street parking. North Promote link with proposed Avenues project and link 21 Wallace 188 Medium Segregated to Sighthill Bridge Proposal. Street Introduce formal pedestrian crossing provision at North Wallace Street / Kennedy Street junction. Installation of drop kerbs / tactile paving throughout in accordance with the Equality Act 2010.

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Costed Estimate for Each Option

Link Street Length Cost Likely Considerations No. Name (m) Estimate Layout Review layout to reallocate more space to pedestrians and cyclists (in accordance with national road hierarchy) by removing on-street parking. St. Mungo Improve pedestrian and cycle crossing provision on 22 Avenue 169 Medium Segregated St. Mungo Avenue between the Townhead Path and (West) North Hanover Street. Installation of tactile paving in accordance with the Equality Act 2020. Shuttle Installation of tactile paving in accordance with the 23 161 Low Shared Street Equality Act 2020. College Installation of tactile paving in accordance with the 24 91 Low Shared Street Equality Act 2020. Albion Installation of tactile paving in accordance with the 25 153 Low Shared Street Equality Act 2020.

The high-level cost estimates identified in Table 8.1 are used to inform the option appraisal in the next section.

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Option Appraisal

9.0 OPTION APPRAISAL

9.1 METHODOLOGY

In this section, each preferred option is appraised, in detail, against the following Sustrans core design principles:

 Safety Design should minimise the potential for actual and perceived risk of incidents for all users.

 Directness Design should be as direct as possible and minimise detours and delays. The impact of junctions and crossings on journey times should be considered.

 Coherence Design should be continuous and consistent from origin to destination. It should form a logical and easy to use/interpret link in line with the surrounding network.

 Comfort Design should meet surface width, quality and gradient standards and be convenient by avoiding complex manoeuvres.

 Attractiveness Design should complement and enhance its environment in such a way that cycling is attractive.

 Adaptability Design should consider the potential for future expansion and cater for an anticipated rise in the number of people cycling.

 Accessibility Design should aim to deliver infrastructure to cater for all types of bike and user (non-motorised users, NMU).

 Socio-economic Local businesses should benefit

 Deliverability How constraints (including physical constraints that could inhibit buildability) and objections would be overcome in delivery timeframe.

 Maintainability A high level indication of the maintenance outcomes and liabilities likely from the option being proposed.

Under each criterion, a score between -3 and +3 is assigned for each principle based on the information available.

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Option Appraisal

Figure 9.1 Options Appraisal Links

Each link option has been appraised against Sustrans core design principles set out in the Route Option Appraisal and Feasibility Study minimum requirements document. A score has been assigned for each principle based on the information available at the time of undertaking the Options Appraisal. 9.2 APPRAISAL RESULTS

The results of the appraisal exercise are presented in Table 9.1 below.

Table 9.1 Link Option Appraisal

No. Link

economic

-

Total

Safety

Comfort

Directness

Coherence

Adaptability

Accessibility

Deliverability

Attractiveness

Maintainability Socio

1 Martha Street 2 2 2 2 2 2 3 1 2 2 20 2 Montrose Street 1 2 2 -2 0 1 0 1 2 1 8

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Option Appraisal

No. Link

economic

-

Total

Safety

Comfort

Directness

Coherence

Adaptability

Accessibility

Deliverability

Attractiveness

Maintainability Socio

3 Grafton Place 1 1 1 0 2 1 1 2 2 1 12 St. Mungo Avenue 4 1 1 2 2 2 1 2 1 2 1 15 (West) 5 Townhead Footpath 2 2 2 2 2 2 2 1 1 1 17 6 Kennedy Street 1 0 1 2 1 1 2 1 1 2 12 St Mungo Avenue 7 1 0 1 2 1 0 2 1 1 1 10 (East) Taylor Place / St. 8 1 0 0 1 1 1 2 1 1 1 9 James House Cathedral Street / St 9 James Road -1 2 2 2 2 0 2 1 0 2 12 Footpath 10 St. James Road 1 2 2 1 2 0 3 1 1 2 15 Stirling Road and St 11 James Road Bus 1 1 1 2 1 0 2 1 1 1 11 Facility 12 Rottenrow 2 2 1 2 1 1 2 1 1 2 15 Rottenrow East and 13 2 2 2 2 2 0 2 1 0 2 15 Taylor Street George Street / 14 1 2 2 -1 0 0 2 1 1 1 9 Rottenrow East High St. / George 15 Street Pedestrian 1 2 2 2 2 1 2 1 2 2 17 Link Collins Street and 16 2 2 2 2 2 2 2 0 2 2 18 Rottenrow East Burrell’s Lane and 17 -1 2 2 -1 -2 -1 -1 1 0 0 -1 Rottenrow Footpath Collins Street / 18 Castle Street 2 2 2 2 2 1 2 1 1 2 17 Footpath 19 Townhead Shops 3 2 2 1 2 2 2 2 2 2 20 20 Lord Hope Building 3 2 2 2 2 2 2 1 1 2 19 21 North Wallace Street 2 2 2 2 2 1 2 1 1 2 17 St. Mungo Avenue 22 2 2 2 2 2 1 2 1 2 2 18 (West) 23 Shuttle Street 1 1 2 1 1 1 2 1 1 1 12 24 College Street 1 1 2 1 1 1 2 0 1 1 11

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Option Appraisal

No. Link

economic

-

Total

Safety

Comfort

Directness

Coherence

Adaptability

Accessibility

Deliverability

Attractiveness

Maintainability Socio

25 Albion Street 1 2 2 1 1 1 2 1 1 1 13

The results presented in Table 9.1 above are presented in Figure 9.2, below.

Figure 9.2 Option Appraisal Score Overview 9.3 STRATEGIC ROUTES

Figure 9.2 shows that four strategic preferred routes emerge, as listed below and shown in Figure 9.3.

• Strategic Route A – Glasgow Queen St. Station - Cathedral Square • Strategic Route B - Buchanan Bus Station \ Glasgow Caledonian University - Merchant City • Strategic Route C - Sighthill Bridge - Cathedral St.

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• Strategic Route D - High St. Station - Heart of the Campus

Figure 9.3 Strategic Routes

The routes identified in Figure 9.3 link well to key destinations and trip generators. Table 9.2 shows how each strategic link would score when appraised against the Sustrans criteria.

Table 9.2 Strategic Link Options Appraisal

y

Strategic economic

Link -

Total

Safety

Comfort

Directness

Coherence

Adaptabilit

Accessibility

Deliverability

Attractiveness

Maintainability Socio

A 2 2 2 2 2 1 2 1 1 2 17 B 2 2 2 1 2 1 1 1 2 2 14 C 1 2 2 2 2 1 2 1 1 2 16 D 1 2 2 1 1 1 2 1 2 2 13

Table 9.2 shows that all of the strategic links score relatively highly against the Sustrans criteria.

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Opportunities

10.0 OPPORTUNITIES

10.1 POTENTIAL OPPORTUNITIES

Potential opportunities are closely linked to the future planned works identified in Section 4 and are outlined in this chapter.

10.1.1 The Avenues Projects

Cathedral Street, George Street, John Street and North Frederick Street are all designated as Avenues projects and any proposals identified for this project must link to and complement them. In particular:

 Cathedral Street – upgrades here will provide a link between John Street and Montrose Street and form part of Strategic Route A of the study. To complete Strategic Route B, the Avenues project will need to provide a crossing over Cathedral Street aligned to this route. Upgrades will provide a link between Strategic Routes B and C of this study. Avenues works will also provide a link from Strategic Route A to the Heart of the Campus.

 George Street - upgrades here will provide a link between John Street and Montrose Street and form part of Strategic Route A of the study. To complete Strategic Route D, the Avenues project will need to provide a crossing over George Street aligned to this route. Upgrades will provide a link between Strategic Routes B and D of this study. Avenues works will also provide a link from Strategic Route D to the Heart of the Campus.

 John Street – upgrades here will link Strategic Route A to the Cathedral Street and George Street Avenues.

 North Frederick Street – To complement Strategic Route A of the study a crossing will have to be provided over North Frederick Street aligned to this route (adjacent to Martha Street).

10.1.2 Heart of The Campus (HoTC)

The works as part of Heart of the Campus provide an opportunity to create Strategic Routes A and B of this study and have been designed to complement the aspirations of this project.

10.1.3 Queen Street Regeneration

The main entrance to the regenerated Queen Street Station will face straight onto North Frederick Street. Strategic Route A from this study will therefore provide the opportunity for a vital, direct, route to and from the University and Glasgow Cathedral and the Royal Infirmary.

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10.1.4 Low Emission Zone25

The measures identified by this study can benefit from the low emission zone by providing an opportunity to increase active travel infrastructure and public realm to benefit from the improved air quality and reduced number of vehicles.

10.1.5 City Centre 20mph Zone26

The measures identified by this study can benefit from, and capitalise on, the reduced vehicle speeds and increased safety for active travel created by the city centre 20 mph zone.

10.1.6 New University of Strathclyde Developments

The University of Strathclyde have an extensive building programme (including a Teaching an Innovation District) which will bring many more staff, students and visitors onto the study area. This study is an ideal opportunity to provide improved active travel routes and infrastructure to accommodate the increased footfall.

10.1.7 The Former City of Glasgow College Buildings

The Former City of Glasgow College Buildings on North Hanover Street and Cathedral Street are set for renovation under proposed new development plans put forward by private developers. Proposals include a new hotel consisting of 640 bedrooms, a bar and restaurant, retail space, and conference and meeting area which will cater for both the tourist and business market. It is important to engage with the project team for this site to ensure their proposals align with the ambition to create Strategic Route A from this study.

The Charles Oakley Building is also set to be converted as 400 high quality serviced student accommodation under the new proposals which includes new buildings to the rear of the existing building. This may presents opportunities with regards to Strategic Route B from this study and engage will be required with the team taking forward that site.

10.1.8 Collegelands Development

Strategic Route D form this study presents an opportunity to strengthen links to and from the Collegelands Development and George Street (which then links to the city centre).

10.1.9 Sighthill Regeneration Area

The study presents an opportunity to connect to the Sighthill Regeneration Area / Cycling Village and the new active travel bridge over the M8. Strategic Route C from this study is well aligned to achieve this and

25 https://www.glasgow.gov.uk/LEZ 26 https://www.glasgow.gov.uk/citycentrezone

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carefully consideration should be given to the infrastructure provide on North Wallace Street to maximise connectivity for all.

10.1.10 Pedestrianisation of George Street

The University of Strathclyde have a long-standing ambition to see George Street pedestrianised and any opportunity to achieve this will be considered. Both Strategic Routes B and D from this study interact with George Street.

10.1.11 Glasgow City Council Plans and Strategies

The study provides the opportunity to provide some of the ambitions set out in Glasgow City Council’s plans and strategies, namely:

• A cycle route connecting George Street to St Mungo Avenue which is identified in Glasgow's Strategic Plan for Cycling 2016 – 2025 and the Glasgow City Centre Transport Strategy 2014-2024. Strategic Route B from this study provides that link. • Providing friendly streets as set out as an objective in the Glasgow City Development Plan (CDP). 10.1.12 New Student Accommodation

The Strategic Routes identified provide opportunities for improved connections to and from existing and new student accommodation, as identified previously in this report.

10.1.13 Wayfinding Signage

The study provides an opportunity to take a strategic approach to the installation of wayfinding signage throughout the Learning Quarter. Wayfinding signage could be introduced at location where it is missing or improved upon at existing locations to promote routes to make them more attractive for walking, cycling and wheeled trips.

10.1.14 Street Lighting

The study presents an opportunity to improve the standard of street lighting throughout the study area through the provision of consistent and good lighting. This would improve the perception of safety and encourage more pedestrian, cycle and wheeled trips into and through the study area.

10.1.15 Equality Act

The project provides an opportunity to improve infrastructure throughout the study area to make it compliant with the Equality Act. The project also provides an opportunity to create an innovative urban realm, which improves the physical environment for all users and allows the student population to move freely between key destinations.

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Recommendation

11.0 RECOMMENDATION

11.1 PREFERRED OPTIONS

The options identified in this Options Appraisal Report will be taken through the feasibility stage to further consider opportunities and constraints they present. Figure 11.1 provide a summary of the preferred Strategic Routes identified and how they provide opportunities to link key destinations.

Figure 11.1 Summary of Preferred Options

The preferred options are defined as:

 Strategic Route A – Glasgow Queen St. Station - Cathedral Square

 Strategic Route B - Buchanan Bus Station \ Glasgow Caledonian University - Merchant City

 Strategic Route C - Sighthill Bridge - Cathedral St, and

 Strategic Route D - High St. Station - Heart of the Campus.

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11.2 NEXT STEPS

A Feasibility Study Report, in accordance with Sustrans guidance, will be prepared to consider how each of the Strategic Routes could be provided. It will consider further elements such as land ownership, consultation, utilities, topography, environment (ecology, flood risk, contamination etc.), drainage, and construction standards to inform more detailed appraisals. This will also allow high-level cost estimates to be prepared.

The Feasibility Study Report sits within Stage 1 of the PfE process (preparation and brief) and while it is therefore still relatively high level in nature, it must contain sufficient information to inform the next stage which is preparing concept designs.

Community and stakeholder engagement will be key as the project moves through the PfE stages and a full Community Engagement Plan and Communication Plan have been prepared, informed by stakeholder mapping.

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Appendix A Future Plans

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Appendix A Future Plans

Appendix A FUTURE PLANS

A.1 GLASGOW CITY DEVELOPMENT PLAN

Glasgow City Development Plan (CDP) of March 2017 sets out the Council’s priorities for the next 10 years for the city including a spatial strategy, policies and proposals for the future use of land infrastructure. It provides a framework for implementing the Council’s broader aims and objectives.

Within the Plan, a number of transport ambitions are revealed (SG11).

• The policy aims to ensure that developments contribute to a sustainable, economically successful City, through the provision of reasonable infrastructure and facilities that are necessary to mitigate the impact of change on Glasgow’s resources. • The plan sets out guidance and advice on promoting active travel in new developments. • The Plan’s objectives of re-shaping Glasgow’s employment locations for a changing economy; providing high quality, accessible, residential environments and town centres; connecting to the green network.

SG11 provides guidance on how development proposals will be expected to address the transport implications that they give rise to and includes detailed advice and guidance on those elements, as follows:

• The provision and design of parking for vehicles, including the charging of electric vehicles, in new development. • The provision and design of parking for bicycles in new development. • Public off street parking in the city centre. • Outdoor access rights. • Promoting active travel in new developments. • The safeguarding of existing transport routes and core paths. • Development and design of new walking and cycling routes, including; network proposals emerging from the refresh of the Council’s Strategic Plan for Cycling; the aspirational cycle routes identified in this policy; and linkages to existing and proposed routes. • Transport assessment and travel plans; and • Guiding developments to locations which are accessible by public transport and active travel.

The proposed development can accord with all the sustainable transport policy set out in CDP 11 of the City Development Plan, primarily by providing charging for electric vehicles and cycles, promoting active travel and providing walking and cycle routes which link to other committed routes , such as The Avenues programme.

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Appendix A Future Plans

A.2 GLASGOW CITY CENTRE TRANSPORT STRATEGY 2014-202427

Glasgow City Council published its strategy for transport within the city centre in 2015 which sought to prioritise pedestrians, public transport and cyclists, while minimising the impact of private cars.

The Strategy acknowledges the University’s ambitions to move the focal point of their campus to the north around Cathedral Street through improvements to the public realm and reduce the severance caused by the high levels of traffic along the street and so aligns closely with the ambitions set out in the City Centre Transport Strategy to priorities pedestrians and cyclists in the area surrounding Cathedral Street:

“Cathedral Street is a gateway and major bus corridor. However, it faces issues arising from its position as a key route between the city centre and the M8. This has led to high traffic flow which cause pedestrian severance.

Strathclyde University set out aspirations in their Campus Plan 2011 to move the focus of the University north to centre around Cathedral Street as part of a wider strategy to develop a Learning Quarter in the area. This places more emphasis on reducing severance from Cathedral Street.

There are no easy solutions to the problems on Cathedral Street, as a careful balance needs to be struck between aspirations to improve the public realm on Cathedral Street, and its continued function as a key link to/from the M8. A specific study to investigate options that may reduce traffic volumes in Cathedral Street without adversely impacting on the wider road network will be taken forward in conjunction with Transport Scotland – the City Development Plan specifically identifies M8 junctions 15 (Townhead) and 19 (Anderston) for investigation.

Whatever is decided, it will require a long-term strategy of complementary measures to address these issues. Potential strategy components include:

• Narrow the road and widen the pavement on the southern side of the road to increase space for pedestrians • Buses only eastbound along Cathedral Street to reduce traffic • Encourage express buses which don’t stop at the bus stops on Cathedral Street to use alternative routes • Encourage motorway traffic to route via Dobbie’s Loan and/or Baird Street rather than Cathedral Street, and • A bus hub facility in the vicinity of Stirling Road and Castle Street.”

The issues along Cathedral Street identified in Glasgow City Centre Transport Strategy 2014-2024 have been taken into account when creating the designs for HoC and the ambitions to de-adopt surrounding roads.

27 https://www.glasgow.gov.uk/CHttpHandler.ashx?id=27887&p=0

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A.3 GLASGOW’S STRATEGIC PLAN FOR CYCLING 2016-202528

The Strategic Plan for Cycling 2016-2025 sets out Glasgow’s vision, objectives, targets and actions for increasing levels of cycling – for leisure, as a mode of transport and for sport. It contains a plan showing the cycle network / infrastructure the Council want to create across the city.

Aspirations for the city centre are shown in the City Centre Transport Strategy (see Figure 11.2) with George Street most relevant to the proposals.

28 https://www.glasgow.gov.uk/CHttpHandler.ashx?id=33403&p=0

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Figure 11.2 Aspirational City Centre Cycle Routes (City Centre Transport Strategy and Strategic Plan for Cycling 2016-2025)

The proposals will provide links to future cycling infrastructure, such as George Street, John Street, Collins Street, Rottenrow East, St James Road, North Hanover Street and Kyle Street, as identified in the City Centre Transport Strategy and Strategic Plan for Cycling 2016-2025. A.4 GLASGOW CITY REGION DEAL FUNDING – THE AVENUES PROJECT29

As part of the Glasgow City Region City Deal funding, Glasgow City Council is investing approximately £115 million within the city centre to deliver on the Enabling Infrastructure - Integrated Public Realm (EIIPR) programme.

29 https://www.glasgowcitycentrestrategy.com/project/city-centre-avenues

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More commonly known as the ‘Avenues’ programme, this will see streetscape improvements made to the public realm, supporting a key strategic objective of the City Centre Strategy and Action Plan 2014-19: the establishment of principal Avenues throughout the city centre to form an integrated network of continuous pedestrian and cycle priority routes.

The Avenues will be used as a binding mechanism to integrate public realm and placemaking initiatives, making the city more attractive, ‘people-friendly’, and economically competitive.

Design and construction work are being phased over the period 2017 to 2024 with the first Avenue completed along Sauchiehall Street in 2019 as shown in Figure 11.3 below.

Figure 11.3 Sauchiehall Street

The University’s plans for PfE will complement and feed into the wider ambitions for the city centre. Discussions with GCC’s Avenues team have been taking place with the PfE design team to ensure that proposals are integrated.

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Appendix A Future Plans

The proposed designs for PfE will link to and complement the measures being introduced as part of GCC ‘Avenues’ project. A.5 LOW EMISSION ZONE30

On 31 December 2018 Scotland’s first Low Emission Zone (LEZ) came into effect in Glasgow City Centre. The implementation will be phased, with the first phase only applying to local bus services. It is planned that on 31 December 2022 the LEZ will be fully implemented and so all vehicles entering the zone must meet specific exhaust emission standards.

The LEZ is intended to reduce pollution levels and improve air quality within the UoS campus - the LEZ boundary is shown indicatively in Error! Reference source not found. below.

A.6 CITY CENTRE 20MPH ZONE31

On 21st March 2016, all city centre roads reduced their speed limit to 20mph; the primary motivation is to improve safety and make the city centre a more pedestrian friendly place. The extents of the 20mph zone is shown in Figure 11.4.

30 https://www.glasgow.gov.uk/LEZ 31 https://www.glasgow.gov.uk/citycentrezone

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Figure 11.4 Glasgow's 20mph Zone

The proposals for PfE complement the ambitions of the 20mph Zone encompassing the University’s campus by minimising the conflict between pedestrians and vehicles thereby making the area a more pedestrian-friendly place. A.7 BUS GATES

Glasgow City Council have added further bus priority measures into the city after initially introducing a bus gate at Nelson Mandela Place leading to George Square. On the 2nd September 2019 the following new bus gates also became operational:

• Oswald Street – between Midland Street and Argyle Street, and • Union Street – between Gordon Street and Argyle Street.

These measures, which are shown in Figure 11.5, are in line with other measures undertaken by Glasgow City Council to prioritise sustainable transport by improving reliable and journey times for bus services which are aimed at encouraging increased use of public transport.

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Appendix A Future Plans

Figure 11.5 New Bus Gates in Glasgow City Centre

The new bus gates in Glasgow reiterate the ambitions of the Council to give less priority to private vehicles which is consistent with the aims of PfE.

A.8