Zephyr (Scotland Street) Ltd

Proposed Mixed-Use Development, Scotland Street, Glasgow

Transportation Assessment

November 2017

Dougall Baillie Associates 3 Glenfield Road, Kelvin, East Kilbride, G75 0RA P: 01355 266 480 F: 01355 221 991 E: [email protected] W: www.dougallbaillie.com

Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

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Document Control

Document Title: - Scotland Street, Glasgow Transportation Assessment

Project Number: - 17012

Project Title: - Scotland Street

Directory and File Name: - T:\17000s\17012 - Howden Site - Scotland Street, Glasgow\Admin\Reports\17012ta01 Rev A.docx

Issue Date Distribution Comments - 11.10.2017 Client Team Draft for Comment A 02.11.2017 Client Team Issued for Planning

Document Approval

Originator: Date: 02.11.2017

Checked By: Date: 02.11.2017

Authorisation: Date: 02.11.2017

Page 2 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

CONTENTS

1 Introduction ...... 4

2 National Policy Framework ...... 5

3 Sustainable Transport Accessibility ...... 10

4 Design Year Traffic Flows ...... 18

5 Traffic Generation & Distribution ...... 20

6 Junction and Network Analysis ...... 23

7 Car Parking & Service Provision...... 29

8 Conclusions ...... 31

APPENDICES

Appendix A – Indicative Development Layout

Appendix B – Network Flow Diagrams

Appendix C – GCC Person Trip Matrices

Appendix D – Road Network Analysis output

Page 3 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

1 Introduction

1.1 Zephyr (Scotland Street) Ltd have commissioned Dougall Baillie Associates (DBA) to produce a Transportation Assessment for a proposed mixed-use development on the site of the former Howdens Engineering works located to the south of Scotland Street as indicated in Diagram 1.1. An indicative site layout is included in Appendix A.

1.2 The application would be for Planning Permission in Principle (PPP) and as such the development proposals are at an early stage. The following development content has been identified as appropriate for use in this Transportation Assessment through discussions with the client and their architect:  Residential: 230 dwellings;  Commercial Space 1,450m2  Mixed Use Business Park 11,300m2

1.3 Access to the residential and commercial elements of the site would be via an upgraded existing priority junction on Scotland Street. Access to the business park would be via a new private access also on Scotland Street.

1.4 This Transportation Assessment (TA) has been prepared to assess the impact of this development on the surrounding transport network.

1.5 This report was prepared following scoping discussions with Glasgow City Council officials in which key aspects of the assessment including development content, trip generation and distribution and transport networks were discussed.

1.6 In keeping with current government policy guidelines, this TA considers the potential for minimising private car usage by promoting a modal shift towards sustainable transport. To this end, an assessment of existing public transport, walking and cycling facilities has been carried out. The residual traffic impact of the proposed development on the road network is also assessed.

1.7 The report contains details of data abstraction, traffic generation calculations and the subsequent analysis of road network and junction operation. Parking provision and servicing requirements are also considered.

1.8 More detailed information pertaining to certain aspects of the report may be available and can be obtained on request.

Page 4 Based upon the Ordnance Survey map with the c Copyright of this document is reserved by permission of the Controller of H.M. Dougall Baillie Associates Ltd. Stationery Office. Crown Copyright Reserved. Licence No. AL 100018007 DO NOT scale from this drawing Notes:

Site Location

Diagram 1.1 Site Location Plan

Scale: Diag. 1:10,000 @ A4 Ref: 17012-SK-02 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

2 National Policy Framework

Introduction

2.1 The development has been designed to take account of the latest advice from national government, as encapsulated in Scottish Planning Policy (SPP), Planning Advice Note 75 and Designing Streets as well as local government reflected by the Glasgow City Development Plan and the Design Guide – New Residential Areas.

Scottish Planning Policy

2.2 The SPP was created in order to focus plan making, planning discussions and development design on the Scottish Governments Purpose. This purpose is the creation of a more successful country, with opportunities for all of Scotland to flourish through increasing sustainable economic growth.

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2.3 Sustainable economic growth is described in the SPP Glossary as "Building a dynamic and growing economy that will provide prosperity and opportunities for all, while ensuring that future generations can enjoy a better quality of life too."

2.4 Paragraph 269 notes that "Planning can play an important role in improving connectivity and promoting more sustainable patterns of transport and travel as part of the transition to a low carbon economy."

2.5 Paragraph 270 states that the planning system should support patterns of development which;  optimise the use of existing infrastructure;  provide safe and convenient opportunities for walking and cycling for both active travel and recreation, and facilitate travel by public transport;  enable the integration of transport modes;  facilitate freight movement by rail or water.

2.6 The SPP identifies the key transport issues which should be taken account of with regards to land use. These issues can be found in paragraph 272 and are as follows;  the capacity of the existing transport network  environmental or operational constraints  proposed or committed projects

2.7 Paragraph 279 notes that "Significant travel-generating uses should be sited at location which are well served by public transport, subject to parking restraint policies and are supported by measures to promote the availability of high quality public transport services." The SPP also indicates that Travel Plans may be required for these types of developments.

2.8 Paragraph 287 goes on to emphasise that planning permission should not be granted for significant travel generating uses in locations where;  direct links to local facilities via walking and cycling networks are not or cannot be made available  access to local facilities via public transport would involve walking more than 400m  the transport assessment does not identify satisfactory ways of meeting sustainable transport requirements.

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2.9 SPP paragraph 273 gives a hierarchy of personal travel modes to be prioritised in the following order;  walking  cycling  public transport  cars

2.10 Paragraph 281 notes the SPPs policy on parking standards. National maximum parking standards are set in Annex B of the SPP however the SPP also states that local authorities have the ability to set more or less restrictive standards based on the level of public transport services which serve the development.

Planning Advice Note (PAN) 75

2.11 PAN 75 accompanies the SPP providing advice on good practice. Paragraph 6 notes that ‘one focus of SPP 17 (now superseded by the SPP on Transport) is to achieve better and earlier integration between transport and land use planning at national, regional and local level.'

2.12 It continues that ‘Integration can reduce the need to travel and offer more sustainable travel choices. To achieve sustainable development, the objectives of the SPP must be considered in the context of other planning policy and guidance’.

Designing Streets

2.13 Designing Streets is a policy statement in Scotland for street design which updates and replaces PAN 76 New Residential Streets (now withdrawn).

2.14 Designing Streets identifies a clear distinction between streets and roads through the following definitions:  Roads are thoroughfares whose main function is to facilitate the movement of motor traffic.  Streets have important public realm functions beyond those related to motor traffic. They are typically lined with buildings and public spaces and, whilst facilitation of movement is still a key function, they normally support a range of social, leisure, retail, and commercial functions.

2.15 Based on these definitions it is stated that "all thoroughfares within urban settings and rural boundaries should normally be treated as streets."

2.16 The policies within Designing Streets should be followed in all instances of street design and technical advice is aimed particularly at residential and lightly trafficked streets. Streets are identified as having the two key functions of 'place' and 'movement'.

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2.17 Designing Streets identifies a "positive sense of place" as encompassing a number of aspects with the most notable of them being:  local distinctiveness;  visual quality; and  potential to encourage social and economic activity.

2.18 In reference to the function of 'movement', Designing Streets states that the "need to cater for motor vehicles is well understood by designers, but the passage of people on foot and cycle has often been neglected. Walking and cycling are important modes of travel, offering a more sustainable alternative to the car, making a positive contribution to the overall character of a place, public health, social interaction and to tackling climate change through reductions in carbon emissions".

Glasgow City Development Plan (CDP)

2.19 The key aims of the Glasgow City Development Plan (CDP) are to:

 Create and maintain a high quality, healthy place;  Develop a compact city form that supports sustainable development.

2.20 The CDP puts forward measures that are intended to allow the city to make the most of its resources. The CDP sets out a strategy that is intended to deliver on four strategic outcomes:  A vibrant place with a growing economy;  A thriving and sustainable place to live and work;  A connected place to move around and do business in; and  A green place.

2.21 The development site is identified in the CDP as being part of the city’s industrial and business land supply. It is also within the Tradeston Economic Development Area.

Design Guide – New Residential Areas

2.22 Glasgow’s Design Guide for New Residential Areas is Glasgow City Council’s response to the guidance set out in Designing Streets, and has been drawn up to assist in the delivery of ‘better designed new residential areas.’

2.23 The Guide is used by Council officials to support their assessment of residential proposals that require planning and/or road construction consent. It is to be used by developers and all professionals involved in the regeneration of the City to understand Glasgow’s expectations for the design of new residential areas. Its principal aims are:

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 To promote best practice and improve the process for obtaining planning permission and roads construction consent;  To provide developers/applicants with easy-to-use guidance that explains the steps necessary to secure planning and road construction consent in the most time-effective manner;  To promote the creation of safe and integrated neighbourhoods that offer choices of movements for all users and foster healthy active lifestyles; and  To encourage overall quality and distinctiveness in new developments.  To encourage overall quality and distinctiveness in new developments.

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3 Sustainable Transport Accessibility

3.1 This assessment of Sustainable Transport Accessibility considers in detail the elements of the public transport network that serve the area in which the proposed development is located. Separate sections are included for pedestrian facilities, cycling facilities, bus services, and train services.

3.2 The bus and train sections deal with the routes, quantity, and availability of all relevant services. The current infrastructure for these modes has been examined, along with the potential to maximise access to the site for all relevant travel modes.

3.3 This part of the assessment is based on published service data for bus and train services. This data is often subject to revision and the data used will become outdated in the future, however it is considered to represent a reasonable basis on which to carry out the type of desktop study summarised in this section of the report.

3.4 Scottish Planning Policy (SPP) emphasises that development should be located in areas that are capable of being integrated into effective networks for all forms of transport, including walking cycling and public transport. SPP also clearly identifies a hierarchy of priority that should be given to different transport modes in terms of measures to accommodate their access to a development. This hierarchy is walking, cycling, public transport, and lastly private car.

Walking Accessibility

3.5 The term ‘pedestrian’ covers able-bodied people, disabled people (with or without the use of wheelchairs), the infirm, the elderly, and parents with children in pushchairs or buggies. Due to the range of mobility exhibited by pedestrians it is important to ensure that the requirements of those with restricted mobility are considered.

3.6 Within the site, pedestrian footways / paths will be developed to ensure that walking between areas of the new development is catered for.

3.7 Current policy guidance outlines the importance of pedestrian accessibility to and from new developments. This accessibility is achieved by connecting new street layouts to the existing street network and so encouraging walking and cycling while also making navigation throughout the network as easy as possible.

3.8 Pedestrian access into the residential site will be via the upgraded junction on Scotland Street linking into the existing local footway / footpath network. A second access route would be a non-vehicular access for pedestrians and cyclists directly onto Shields Road.

3.9 Pedestrian access into the employment site would be via the new access onto Scotland Street. It is also anticipated that, with the exception of the listed buildings, much of the frontage onto Scotland Street would be permeable.

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3.10 Pedestrian links between the residential and employment sites will be incorporated resulting in pedestrians being able to move between the two site uses and therefore access to the employment site from Shield Road would be enabled via the residential development site.

3.11 The most popular pedestrian destinations serving the development are anticipated to be those leading to local amenities including public transport interchanges, local shops, local schools.

3.12 Diagram 3.1 (at the end of this Section) illustrates the location of existing local amenities that would serve the requirements of the development. As indicated, access to the public transport network is provided in close proximity to the development site through the presence of the Shields Road Subway Station, actually located on Scotland Street, and bus stops on Shields Road.

3.13 As would be expected within an urban area, existing footway provision is good with footways extending throughout the area surrounding the development site. Signalised crossing facilities to and from the Shields Road subway station currently exist incorporated into the signalised junction of Scotland Street / Shields Road and on Scotland Street by way of a standalone pedestrian crossing, as indicated in Photo 3.1

Photo 3.1 – Existing Pedestrian Crossing Facilities on Scotland Street.

3.14 As noted, bus stops are located on both sides of Shields Road adjacent to the development site. As indicated on Photo 3.2 below, the southbound stop is provided with a shelter while the northbound stop is not.

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Photo 3.2 – Existing Bus Stops on Shields Road

3.15 As noted previously, it is proposed to provide a direct pedestrian link to the footway on Shields Road minimising the walking distance to the stop on the southbound side.

3.16 As indicated on Diagram 3.1, there are numerous local retail providers near the development. The closest of these is located on St. Andrews Road approximately 350m walk from the development site equating to a walking time of approximately four minutes. Other local retail stores are located on Paisley Road West, approximately 800m from the site and Albert Drive approximately 1,200m from the site.

3.17 As indicated on the indicative site layout is included in Appendix A, the development proposals allow for 1,450m2 of commercial space. At this stage, it is anticipated that this commercial space would take the form of retail units. These would serve demand generated by the development.

3.18 Glendale Primary School is located on St. Andrews Road, approximately 450m from the development site. St Alberts RC Primary is located approximately 650m from the development site. Regarding secondary education, Bellahouston Academy is located approximately 1.8km from the site while Holyrood RC Secondary is located approximately 3.0km from the development site.

3.19 It is apparent from this assessment that pedestrian connectivity is good within the area of the proposed development. It is within easy walking distance of a wide range of public transport networks and local facilities, and is therefore in accordance with transport planning policy in that respect.

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Cycle Accessibility

3.20 Cycling provision is dependent on the anticipated number of cyclists, speed and volume of motor vehicles, the function of the route and the physical opportunities present. In this context, consideration was given to the suitability of local routes for cycling and whether the carriageway can accommodate cyclists and other vehicles simultaneously.

3.21 Diagram 3.2 illustrates an extract from GCC’s cycle route infrastructure plans indicating the cycle routes within the vicinity of the development site.

Diagram 3.2 – Existing Cycle Route Infrastructure (Source: Glasgow City Council – Cycle Information (glasgowgis.maps.arcgis.com))

3.22 A segregated cycle track passes along the Scotland Street and Shields Road frontages of the site as indicated on Photos 3.3 and 3.4 over. This route would be maintained as part of the development as illustrated in Diagram 6.1 later in this report.

3.23 This route extends to the north providing direct segregated cycle access to the city centre. Other non-segregated routes are indicated providing links to the south, west and east of the development site utilising a mix of demarcated on- road, shared off-road and calmed / low traffic on-road routes.

3.24 Reference to the GCC cycle route infrastructure plans indicate that cycle routes exist to both Bellahouston and Holyrood Secondary schools.

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Photo 3.3 – Existing Cycleway on Scotland Street

Photo 3.4 – Existing Cycleway on Shield Road

3.25 The proposed development site is ideally placed to link into the city’s cycle route network providing access by cycle to local amenities and further afield to the city centre and beyond.

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Bus Services

3.26 As noted previously, the nearest bus stops to the development are located adjacent to the development site on Shields Road.

3.27 The stops on Shields Road are served by three services operating at varying frequencies. The routes followed by these services and service frequencies are summarised in Table 3.1.

Service Frequency Service Route Summary Operator Weekday Weekday Weekend Morning Evening Glasgow Inner Circle Govan – Paisley Road Toll – First Glasgow 89 Shields Road – Mount Florida – - 60 mins 60 mins Rutherglen – Parkhead Forge – / McGill’s Royal Infirmary – Springburn – Partick Interchange - Govan Glasgow Inner Circle Route Govan – Paisley Road Toll – First Glasgow 90 Shields Road – Mount Florida – 30 mins 30 mins 30 mins Rutherglen – Parkhead Forge – / McGill’s Royal Infirmary – Springburn – Partick Interchange - Govan Govan Bus Station – Seaward Street – Govanhill - Victoria First Glasgow 121 Infirmary – Mount Florida – 60 mins 60 mins 60 mins / SPT Paisley Road Toll – Govan Bus Station Table 3.1 – Local Bus Services

3.28 The services identified in Table 3.1 provide 3 buses per hour during the morning peak and 4 during the evening peak hours. These bus services provide links to a wide range of local destinations and are suitable to serve the demand arising from this development.

Glasgow Subway

3.29 Shields Road Subway Station is the closest station to the development, located some on the opposite side of Scotland Street to the development site.

3.30 The Glasgow Subway comprises a double-track circular route that serves a cordon of 15 stations around the City Centre. The Subway connects with the surface rail network at Partick and Buchanan Street stations. There are rail-bus transfer facilities at six of the 15 Underground stations and four stations have Park-and-Ride facilities.

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Photo 3.3 – Shield Road Subway Station / Park & Ride

3.31 The Subway operates between 06:30 and 23:30 Monday to Saturday and 10:00 – 18:00 on a Sunday. The Subway has a service frequency of around 4 – 5 minutes during weekday peak periods reducing to a 12 minute frequency off--peak. During the Saturday peak period (12:00 – 19:30), the Subway operates on a frequency of 5 minutes while on a Sunday a service frequency of 8 minutes operates between 10:00 – 18:00. Data from SPT states that approximately 14 million people use the Subway each year.

Glasgow Subway Network and Public Transport Links

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Sustainable Transport Accessibility

3.32 In summary, the proposed development at Scotland Street has good levels of access to non-car modes of travel.

3.33 The development has good walking links to surrounding areas and local public transport facilities. The development is also located adjacent to the network of cycling routes provided in the area.

3.34 Bus and subway services are available within walk-able distances providing links to Glasgow City Centre and other local destinations and further afield serving the likely catchment for development residents and employees.

Summary

3.35 This section identifies the extensive pedestrian and cycle networks and public transport provision that are available within the area surrounding the development. This assessment demonstrates how the development meets the requirements of local and national planning policy for transport with regard to the ability to integrate the development into existing and planned networks for pedestrians, cyclists, and public transport and in so doing minimise.

Page 17 Based upon the Ordnance Survey map with the c Copyright of this document is reserved by permission of the Controller of H.M. Dougall Baillie Associates Ltd. Stationery Office. Crown Copyright Reserved. Licence No. AL 100018007 DO NOT scale from this drawing Notes:

Development Site Location

0 - 400m Isochrone Approx. 5 minute walk Sprinfield Quay, Approx. 2 minute cycle (includes cinema, casino, To St Saviour's gym, 10 pin bowling, Primary School Rutland Surgery bingo and a variety of 400 - 800m Isochrone (healthcare facility) restaurants / bars) Approx. 10 minute walk Approx. 4 minute cycle Lorne Street Primary School 800 - 1200m Isochrone Approx. 15 minute walk Approx. 5 minute cycle

1200 - 1600m Isochrone Approx. 19 minute walk Boxing Gym Approx. 7 minute cycle

To Lourdes Secondary School Nearest Bus Stops to Proposed Development

Leisure Facilities Rail Stations (inc softplay, The Climbing Academy, roller Subway Stations skating rink & indoor driving range) Gorbals Glasgow Public Cycle Hire Bellahouston Library Academy Scheme Locations (Nextbike)

Signalised Pedestrian Crossings Site Location

St Alberts Local Facilities Primary School

Glendale Primary School Local Retail, Includes Food Retail, Newsagents, Pharmacies, Cafe's, Pubs, Restaurants, etc.

Approx. times stated are calculated using average speeds of: 1.4m per second for pedestrians & Pollokshields 4.0m per second for cyclists. Library

Cuthbertson Diagram 3.1 Primary School Walking & Cycling Isochrone Map, Indicating Local Facilities

Scale: Diag. 1:10,000 @ A3 Ref: 16372-SK-03

Govanhill Library To Shawlands Academy

To Shawlands Academy Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

4 Design Year Traffic Flows

4.1 In order to predict the impact of the development on the adjacent road network, it is necessary to consider operation of the network during the following periods: -  road network traffic peak conditions combined with the predicted levels of development traffic at that time, and  peak development traffic periods combined with the road network conditions at that time

4.2 Residential and employment developments, such as that proposed, typically produce maximum trip generation levels during the typical weekday AM and PM commuting peak periods. This Transportation Assessment has examined these periods in order to assess the most onerous combination of existing and development generated traffic levels.

4.3 For a detailed analysis to be carried out four types of information are required-  base traffic flows in the locality, projected to the appropriate future ‘design year’,  any committed development traffic flows within the study road network,  the amount and geographical distribution of traffic generated by the proposed development (along with any committed developments in the area), and  details of the adjacent road network, including geometric layout and existing method of control at relevant junctions.

Base Traffic Flows

4.4 Following agreement with Glasgow City Council, survey information was gathered on Tuesday 23rd May 2017 between 07:00 – 09:30 and 16:00 - 18:30 at the following junctions:  Junction 1 – M8 Westbound Off Ramp / West Street / Wallace Street  Junction 2 – M8 Eastbound On Ramp / West Street / Cook Street / West Street  Junction 3 – Carnoustie Street / Dalintober Street / Carnoustie Street / M8 On Ramp  Junction 4 – Carnoustie Street / M74 Westbound Off Ramp / Carnoustie Street  Junction 5 – Carnoustie Street / Scotland Street / Carnoustie Place / Scotland Street  Junction 6 – Shields Road Park & Ride Entry and Exit  Junction 7 – Scotland Street / Shields Road / Scotland Street

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 Junction 8 – Scotland Street / Seaward Street / M8 On Ramp / M8 Off Ramp / Seaward Street  Junction 9 – Shields Road / St Andrews Road / Shields Road / St Andrews Drive

4.5 Traffic survey information at the above junctions was extracted and the corresponding morning and evening peak periods were incorporated into network flow Figures 1a & 1b, respectively, of Appendix B.

Design Years

4.6 Traffic flows are commonly projected forward to a potential year of opening of the development. In this instance, the traffic flows have been projected forward to the year 2020.

4.7 The projection of base traffic flows to the relevant design years was carried out using the ‘Low’ growth prediction obtained from the Department of the Environment, Transport and the Regions publication ‘National Road Traffic Forecasts (Great Britain) 1997’ as summarised in Table 4.1

Year Index Factor 2020 1.280 1.024 2017 1.250

Table 4.1 - NRTF Low Traffic Growth Rates

4.8 The surveyed base flows projected to the 2020 design year are included in Figures 2a & 2b in Appendix B.

4.9 Development traffic generation and its geographical distribution is discussed in Section 5.

Committed Development

4.10 In order to assess the impact of the proposed development on the local road network it is necessary to take into consideration committed developments (sites with planning permission that have not been completed at time of survey) and the traffic generation of such developments at the junctions studied in this assessment. In the course of scoping discussions GCC did not identify any committed development to be included in this assessment.

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5 Traffic Generation & Distribution

5.1 Assessment of traffic generation has been carried out using the Glasgow City Council (GCC) methodology for assessing the multi-modal trip generation of certain development land uses. This methodology takes account of the relative attractiveness of private and public transport modes throughout the study area.

5.2 This methodology has been used to assess the impact of the proposed development on the surrounding transport networks. The person trip matrices developed for this study, using the GCC methodology, are contained in Appendix C.

GCC Methodology

5.3 The method for estimating the modal share and geographical distribution of generated trips involves first identifying the accessibility of electoral wards within the catchment by all relevant travel modes.

5.4 The data produced by the methodology offers a prediction of the total number of person trips, and the percentage of those trips made by different travel modes. The resulting numbers of car trips are predicted along with the distribution of these trips on the local road network. This information is provided for both inbound and outbound trips in the relevant peak periods.

Employment Element

5.5 Trip generation for the proposed employment element has been estimated using the Glasgow City Council ‘Employment Spreadsheet’ included in Appendix C. The trip generation resulting from the application of the GCC methodology is summarised in Table 5.1.

people % by car vehicles Arrivals - am peak hour 342 65% 222 Departures - am peak hour 65 60% 39 Arrivals - pm peak hour 55 72% 39 Departures - pm peak hour 168 65% 181

Table 5.1 – Employment Element Trip Generation (GCC Methodology)

5.6 As noted, the GCC methodology predicts 222 vehicular trips inbound to the development during the morning peak hour.

5.7 In accordance with GCC’s parking standards set out in SG11: Sustainable Transport of the City Development Plan, employment development in this location could incorporate a maximum of 1.5 car parking spaces per 100m2 of Gross Floor Area (GFA).

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5.8 This being the case, the 11,300m2 GFA, could accommodate a maximum of 170 parking spaces.

5.9 Due to parking restrictions in the surrounding area, there is no free on-street car parking near the development. Given the good public transport options the limited car parking provided at the development will act as a disincentive to car based commuting.

5.10 It is anticipated that the final development layout will accommodate less than the maximum 170 parking spaces permitted however, it is considered appropriate to modify the car trip generation of this element of the development to reflect the maximum number of spaces that could be provided through the application of GCC’s parking standards.

5.11 The 170 spaces that could be provided through the application of GCC’s standards represents 77% of the inbound traffic generation during the morning peak hour. Table 5.2 reflects the modified vehicle trip generation of the employment element applying this factor.

people vehicles Arrivals - am peak hour 342 170 Departures - am peak hour 65 30 Arrivals - pm peak hour 55 30 Departures - pm peak hour 168 139

Table 5.2 – Employment Element Trip Generation (modified)

5.12 Traffic distribution for the development was based on that indicated by the GCC Methodology. This methodology incorporates a gravity model which uses details of the economically active population in various local authority wards and the distances to these wards centres from the development. This is combined with public transportation accessibility to calculate the number of vehicle trips from each ward. From this, the vehicle trips are manually assigned a route on the study road network.

5.13 The percentage distribution is shown in Figure 3. Figures 4a and 4b, of Appendix B, illustrate the generated traffic distributed on the study road network.

Residential Element

5.14 Trip generation for the proposed residential element has been estimated using the Glasgow City Council ‘Residential Spreadsheet’ included in Appendix C. The trip generation resulting from the application of the GCC methodology is summarised in Table 5.3.

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people % by car vehicles Departures - am peak hour 338 26% 78 Arrivals - am peak hour 101 26% 23 Departures - pm peak hour 139 26 32 Arrivals - pm peak hour 270 26% 62

Table 5.3 – Residential Element Trip Generation (GCC Methodology)

5.15 Again the distribution of traffic for the residential development was again based on that indicated by the GCC Methodology.

5.16 The percentage distribution is shown in Figure 5. Figures 6a and 6b, of Appendix B, illustrate the generated traffic distributed on the study road network.

Commercial Element (Retail Assumed)

5.17 At this stage, it is anticipated that the 1,450m2 of commercial space will accommodate a number of retail units which will provide convenience or top- up shopping to the proposed development and the surrounding area. The proximity of the Shields Road Subway station would draw potential custom to the retail units. On this basis, it is considered that the retail units would not generate additional vehicle trips.

Scotland Street Development Trip Generation

5.18 The vehicle trip generation of the various development elements are noted above. The total vehicle trip generation of the development during the weekday morning and evening peak periods are shown in Figures 7a and 7b.

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6 Junction and Network Analysis

6.1 Design year traffic flows for the weekday morning and evening peak periods were obtained by the methods described in Sections 4 and 5. Throughout this analysis, these surveyed and projected flows have been used.

6.2 The years identified for analysis were base year 2017 (Appendix B Figures 1a and 1b) and 2020 (representing the potential year of completion) (Appendix B Figures 2a and 2b). The projected 2020 with development generated traffic is shown in Figures 8a and 8b of Appendix B for the morning and evening peak periods respectively.

6.3 The Institution of Highways and Transportation (IHT) Guidelines for Traffic Impact Assessment state two conditions where further assessment should be undertaken. The first is where congestion exists or will exist within the assessment period or in other sensitive locations. In this condition, a limiting value of 5% should be adopted. The second relates to uncongested networks. In this situation, a 10% threshold is recommended. 6.4 Considering the percentage impact figures shown in the flow diagrams (Figures 9a and 9b of Appendix B) and the IHT criteria noted above, this study considers in further detail the operation of the following junctions:  Scotland Street / Shields Road / Scotland Street (included due to the proximity to the development site access);  Scotland Street / Residential Access / Scotland Street;  Scotland Street / Shield Road Park & Ride Entry / Scotland Street / Employment Access;  Carnoustie Street / Scotland Street / Carnoustie Place / Scotland Street;  Carnoustie Street / M74 Westbound Off Ramp / Carnoustie Street;  Carnoustie Street / Dalintober Street / Carnoustie Street / M8 On Ramp.

6.5 The generally accepted performance indicator with regard to traffic capacity at priority controlled road junctions is the Ratio of Flow to Capacity (RFC). From input data on junction geometry and design year flows, a ratio of traffic demand to junction capacity is calculated for each movement or approach. A given movement reaches its capacity when the RFC value reaches 1.000, however a figure of 0.850 is commonly adopted as a limiting RFC value for roundabouts and priority control junctions to allow for daily variations. Lower RFC’s represent less delay and spare capacity generally indicating more efficient operation.

Page 23 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

6.6 For signal controlled junction the comparable measure is Degree of Saturation (DoS) and 90% is generally adopted as the limiting figure. This value allows for variations in daily traffic demand and site-specific model variations. It should be noted however, that (unlike priority controlled junctions) the level of available capacity within a signalised junction can be varied through the adjustment of cycle and stage times without the need for physical improvements.

6.7 When considering signal controlled junctions, Practical Reserve Capacity (PRC) is another commonly used term. PRC expresses the remaining capacity within the junction as a whole (based on the junction’s geometry, applied staging, cycle time and design flows) before the DoS level of the most onerous approach will reach the 90% limiting value. Therefore, the higher the PRC the more capacity is available based on the junction’s current timings.

Scotland Street (East) / Shields Road / Scotland Street (West) Existing Signal Junction

6.8 Analysis of the signalised Scotland Street / Shields Road junction was undertaken using the industry standard computer program Linsig V3. The results of this analysis are summarised in Table 6.1. Full analysis output is included in Appendix D.

6.9 This junction has been modelled based on site visits and survey observations of junction staging and timings.

6.10 During the weekday morning peak period the predicted maximum DoS of 69% occurs on the Scotland Street eastbound approach in the right turn lane for the projected 2020 design year including development generated traffic. The queue length associated with this DoS is 8.9 PCU’s.

6.11 During the weekday evening peak period the predicted maximum DoS of 86.7% occurs on the Scotland Street eastbound approach in the right turn lane for the projected 2020 design year including development generated traffic. The queue length associated with this DoS is 21.1 PCU’s.

6.12 These values are within capacity and under the limiting DoS value of 90% for new junctions. Queue levels are not significantly increased as a consequence of the addition of development traffic.

Scotland Street (East) / Residential Site Access / Scotland Street (West) Proposed Priority Junction

6.13 Analysis of this proposed priority junction was undertaken using the industry standard computer program Junctions 9. The results of this analysis are summarised in Table 6.2. The form of this junction is indicated in Diagram 6.1, included at the end of this section. Full analysis output is included in Appendix D.

Page 24 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

6.14 During the weekday morning peak period the predicted maximum RFC of 0.240 occurs on the Residential Access approach to the junction during the projected 2020 design year including development generated traffic.

6.15 During the weekday evening peak period the predicted maximum RFC of 0.106 occurs on the Residential Access approach to the junction during the projected 2020 design year including development generated traffic.

6.16 These values are within capacity and under the limiting RFC value of 0.850 for new junctions, indicating junction operation within capacity following the completion of the development.

Scotland Street (East) / Business Site Access / Scotland Street (West) / Shields Road Entrance Proposed Priority Controlled Access

6.17 The form of this access is indicated in Diagram 6.1. Analysis of this proposed access was undertaken using the industry standard computer program Junctions 9. The results of this analysis are summarised in Table 6.3. Full analysis output is included in Appendix D.

6.18 While this section of Scotland Street provides one lane westbound, a right turn lane in to Shields Road Car Park and two lanes eastbound, it is not possible to model this in Junctions 9 due to the geometric input data format of the Picady module. As a result, in the interest of robustness, this junction has been modelled with only one lane in each direction on Scotland Street, along with a right turn lane into the Shields Road Car Park.

6.19 During the morning peak period the predicted maximum RFC of 0.509 occurs on the Scotland Street (West) approach during the projected 2020 design year including development generated traffic. The associated queue is 3 vehicles. This queue can be accommodated in the eastbound offside lane and would not impact on the ability for vehicles to turn right into the Park & Ride Car Park.

6.20 During the weekday evening peak period the predicted maximum RFC of 0.675 occurs on the Business Access approach during the projected 2020 design year including development generated traffic. The associated queue is 2 vehicles.

6.21 These values are within capacity and under the limiting RFC value of 0.85 for new junctions and no significant queuing is shown to occur, indicating junction operation within capacity following the completion of the development.

Scotland Street / Carnoustie Place / Scotland Street / Carnoustie Street, Carnoustie Street / M74 Off-Ramp / Carnoustie Street, Carnoustie Street / M8 On-Ramp / Carnoustie Street / Dalintober Street (network of three existing signalised junctions)

6.22 The above junctions along Carnoustie Street deal with high volumes of traffic given that they lead both to and from motorways (M74, M8/M77) and as such, they have been considered as a linked signal network. This allows the interaction and queuing between the junctions to be fully assessed.

Page 25 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

6.23 Based on observations of junction operation it was found that each junction works on a different cycle time, with these timings changing between both the AM and PM scenarios. In order to model this, multiple controller sets have been used with each junction having its own controller.

6.24 Observations indicate that, during the AM peak hour, Carnoustie Place is provided with a demand dependant stage, called approximately once every two cycles. During the PM peak hour, observations indicate that this stage is provided with specified green time every cycle. This has required the use of multiple network plans to alter the staging between the AM and PM peak periods.

6.25 Due to the nature of the Linsig V3 programme it is not possible to accurately assess the operation of the Carnoustie Place demand dependant stages being called only when required.

6.26 To model the effects of the demand dependant stages on the Scotland St / Carnoustie Pl / Carnoustie St junction in the AM peak hour a cycle time of 240 seconds has been used. This cycle time allows the analysis to run through two cycles but with Carnoustie Place called once reflecting the demand dependant nature of the network.

6.27 Analysis of the signalised junctions was under undertaken using the industry standard computer program Linsig V3. The results of this analysis are summarised in Tables 6.4a, 6.4b & 6.4c with each junction being commented on below. Full analysis output is included in Appendix D.

Scotland Street / Carnoustie Place / Scotland Street / Carnoustie Street Existing Signal Controlled Junction

6.28 Analysis (summarised in Table 6.4b) of this existing signalised junction indicates a maximum AM peak hour DoS of 75.9% on the Carnoustie Street left turn lane in the projected 2020 design year with no development traffic included. This DoS is accompanied by a queue of 18.6 PCU’s.

6.29 During the PM peak hour of the projected 2020 design year with no development traffic included, the maximum DoS is 90.5% which, similar to the AM scenario, occurs on the Carnoustie Street left turn lane. The associated queuing level is 16.7 PCU’s.

6.30 It is also noted that the queuing levels on the Carnoustie Street approach would (and do at present) block back through the Carnoustie St / M74 Off-Ramp junction, impacting on its operation.

6.31 The 2020 PM peak hour maximum DoS (with no development traffic included) is above the limiting DoS value of 90%, indicating that the junction would not operate efficiently based on the existing applied stage timings. Given this, stage timings have been optimised to maximise junction capacity.

Page 26 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

6.32 In the design year 2020 with development traffic included, analysis (summarised in Table 6.4c) with revised stage timings indicates a maximum AM peak hour DoS of 79.3% on the eastbound Scotland Street approach in the ahead/right turn lane. This DoS is accompanied by a queue of 18.3 vehicles. During this period, the Carnoustie Street left turn lane operates at a DoS of 68.1% with a queue of 17.7 PCU’s.

6.33 In the design year 2020 with development traffic included, analysis of this signalised junction with revised stage timings indicates a maximum PM peak hour DoS of 73.0% on the eastbound Scotland Street approach in the ahead/right turn lane. This DoS is accompanied by a queue of 12.3 vehicles. During this period, the Carnoustie Street approach operates at a DoS of 68.6% with a queue of 11.1 PCU’s.

6.34 The analysis predicts an improvement in junction operation resulting from a revision to signal timings enabling the junction to operate within capacity.

Carnoustie Street / M74 Off-Ramp / Carnoustie Street Existing Signal Controlled Junction

6.35 Analysis (summarised in Table 6.4b) of this signalised junction during the projected 2020 design year with no development traffic included indicates that it would operate within the 90% capacity limit on all approaches during the AM peak hour period, with the maximum DoS being 76.4% on the M74 Off-Ramp approach in the left & right turn lane. This DoS is accompanied by a queue of 16.1 vehicles.

6.36 A maximum DoS of 97.1% is predicted on the M74 Off-Ramp left & right turn lane approach during the evening peak hour in the design year 2020 with no development traffic included. This is accompanied by a queue of 16.5 PCU’s.

6.37 The predicted evening peak hour operation exceeds the limiting DoS value of 90%, indicating that the junction would not operate efficiently based on the existing applied stage timings. Given this, stage timings have been optimised to maximise junction capacity.

6.38 In the design year 2020 with development traffic included, analysis (summarised in Table 6.4c) incorporating revised and optimised stage timings predicts that all approaches will operate within capacity during the AM peak hour where the maximum DoS is 78.9% on the M74 Off-Ramp approach in the left & right turn lane. This DoS is accompanied by a queue of 18.9 PCU’s.

6.39 A maximum DoS of 77.2% is predicted on the M74 Off-Ramp approach in the left & right turn lane during the evening peak hour in the design year 2020 with development traffic included. This DoS is accompanied by a queue of 6.8 PCU’s.

6.40 The analysis predicts an improvement in junction operation resulting from a revision to signal timings enabling the junction to operate within capacity.

Page 27 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

Carnoustie Street / M8 On-Ramp / Carnoustie Street / Dalintober Street Existing Signal Controlled Junction

6.41 Analysis (summarised in Table 6.4b) of this signalised junction predicts that in the 2020 design year with no development traffic included it would operate within the 90% capacity limit on all approaches during both the AM and PM peak hour periods, with the maximum DoS being 56.5% on the Dalintober St approach lane during the PM period. This DoS is accompanied by a queue of 4.1 PCU’s.

6.42 This junction’s operation is shown to be within capacity prior to the inclusion of development traffic, however as with the two previous junctions, signal timings have been optimised to maximise the use of the available capacity following the inclusion of the proposed development traffic.

6.43 In the design year 2020 with development traffic included, analysis (summarised in Table 6.4c) of this signalised junction, incorporating optimised timings, continues to show all approaches to operating within capacity during both the AM and PM peak hours, with the maximum DoS being 48.7% on the Dalintober St approach lane during the PM period. This DoS is accompanied by a queue of 4.2 PCU’s.

6.44 The analysis predicts an improvement in junction operation resulting from a revision to signal timings enabling the junction to operate within capacity.

Network Analysis Summary

6.45 The road network analysis predicts that development traffic can be accommodated on the road network without any significant impact on network operation. In the case of the Scotland Street / Carnoustie Street / M74 Off- ramp / Dalintober Street corridor, the analysis predicts that existing operation would be improved by minor alterations to existing signal timings.

Page 28 Table 6.1 - LINSIG Results

Base 2017 AM Peak PM Peak Cycle Time of 120 Seconds Cycle Time of 130 Seconds Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Scotland Street (West) 1/1 390 44.7 9.3 53 478 43.3 10.2 73 Ahead Scotland Street (West) 1/2 244 66.8 8.4 23 518 83.8 19.7 43 Right Scotland Street (East) 2/2 + 2/1 394 54.3 : 54.3 7.2 24:90 775 56.1 : 56.1 12.0 24:80 Ahead Left Shields Road 4/2 + 4/1 785 56.7 : 56.7 12.0 58 421 39.9 : 39.9 7.3 48 Right Left Shields Road 4/3 327 39.5 7.1 58 87 13.7 2.1 48 Right Practical Reserve Capacity34.7% Practical Reserve Capacity 7.4% Total Delay 17.42 PCUh Total Delay 20.52 PCUh

Projected 2020 AM Peak PM Peak Cycle Time of 120 Seconds Cycle Time of 130 Seconds Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Scotland Street (West) 1/1 403 46.2 9.7 53 495 44.8 10.7 73 Ahead Scotland Street (West) 1/2 252 69.0 8.9 23 536 86.7 21.1 43 Right Scotland Street (East) 2/2 + 2/1 408 56.2 : 56.2 7.4 24:90 802 58.1 : 58.1 12.7 24:80 Ahead Left Shields Road 4/2 + 4/1 807 58.7 : 58.7 12.6 58 433 41.3 : 41.3 7.5 48 Right Left Shields Road 4/3 343 41.4 7.6 58 92 14.5 2.3 48 Right Practical Reserve Capacity30.4% Practical Reserve Capacity 3.8% Total Delay 18.29 PCUh Total Delay 21.94 PCUh

Projected 2020 + Generated AM Peak PM Peak Cycle Time of 120 Seconds Cycle Time of 130 Seconds Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Scotland Street (West) 1/1 455 54.1 11.7 53 510 46.2 11.1 73 Ahead Scotland Street (West) 1/2 252 69.0 8.9 23 536 86.7 21.1 43 Right Scotland Street (East) 2/2 + 2/1 432 65.7 : 65.7 8.5 24:90 862 65.7 : 60.6 13.3 24:80 Ahead Left Shields Road 4/2 + 4/1 817 56.8 : 56.8 12.1 58 416 41.3 : 41.3 7.5 48 Right Left Shields Road 4/3 353 41.2 7.6 58 115 18.1 2.9 48 Right Practical Reserve Capacity30.4% Practical Reserve Capacity 3.8% Total Delay 19.39 PCUh Total Delay 22.99 PCUh Table 6.2 - Junctions 9 Results Scotland Street (East) / Residential Access / Scotland Street (West) Proposed Priority Junction

Scotland Street (East) Residential Access Scotland Street (West) RFC Queue Delay RFC Queue Delay RFC Queue Delay Veh mins/veh Veh mins/veh Veh mins/veh

Weekday AM 2021 + Gen - - - 0.240 0.3 0.234 0.019 0.0 0.058

Weekday PM 2021 + Gen - - - 0.106 0.1 0.229 0.034 0.1 0.072

Notes: - RFC represent Ratio of Flow to Capacity - queue lengths are maximum values expressed in numbers of vehicles - vehicle delays are stated as average delays in minutes per vehicle Table 6.3 - Junctions 9 Results Scotland Street (East) / Business Access / Scotland Street (West) / Shields Road Entrance Proposed Priority Junction

Scotland Street (East) Business Access Scotland Street (West) Shields Road Entrance RFC Queue Delay RFC Queue Delay RFC Queue Delay RFC Queue Delay Veh mins/veh Veh mins/veh Veh mins/veh Veh mins/veh

Weekday AM 2021 + Gen 0.189 0.3 0.249 0.122 0.2 0.277 0.509 3.3 0.099 0.000 0.0 0.000

Weekday PM 2021 + Gen 0.003 0.0 0.154 0.675 2.1 0.873 0.062 0.1 0.075 0.000 0.0 0.000

Notes: - RFC represent Ratio of Flow to Capacity - queue lengths are maximum values expressed in numbers of vehicles - vehicle delays are stated as average delays in minutes per vehicle Table 6.4a - LINSIG Results

Base 2017 AM Peak PM Peak Junction 1 - Carnoustie Street / Scotland Street / Carnoustie Cycle Time of 240 Seconds Cycle Time of 90 Seconds Place / Scotland Street Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Carnoustie Street 1/1 591 73.0 17.4 106 500 86.2 14.6 28 Left Carnoustie Street 1/2 534 65.8 14.7 106 273 47.0 5.8 28 Left Ahead Carnoustie Street 1/3 321 40.3 7.5 106 399 70.0 9.8 28 Right Scotland Street (West) 2/1 415 53.1 12.1 93 375 58.1 8.4 29 Left Ahead Scotland Street (West) 2/2 453 54.4 13.2 93 426 60.3 9.6 29 Ahead Right Scotland Street (West) 4/1 134 17.4 3.2 93 318 49.5 6.8 29 Right Ahead Left Carnoustie Place 6/1 23 38.4 1.8 7 48 17.2 1.1 13 Ahead Right Left Practical Reserve Capacity23.4% Practical Reserve Capacity 4.4% Total Delay 22.84 PCUh Total Delay 23.55 PCUh

AM Peak PM Peak Junction 2 - Carnoustie Street / M74 Off-Ramp / Carnoustie Cycle Time of 137 Seconds Cycle Time of 40 Seconds Street Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) M74 Off-Ramp 1/1 563 37.3 5.3 114 500 74.1 6.1 14 Left M74 Off-Ramp 1/2 + 1/3 1147 74.3 : 74.3 14.6 114 891 95.0 : 95.0 13.6 14 Left Right Carnoustie Street (Northbound) 2/1 20 11.5 0.8 11 107 14.4 0.9 14 Ahead Carnoustie Street (Southbound) 3/1 120 69.2 5.5 11 133 17.9 1.4 14 Ahead Practical Reserve Capacity21.1% Practical Reserve Capacity -5.5% Total Delay 6.69 PCUh Total Delay 13.49 PCUh

AM Peak PM Peak Junction 3 - Carnoustie Street / Dalintober Street / Carnoustie Cycle Time of 70 Seconds Cycle Time of 40 Seconds Street / M8 On-Ramp Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Dalintober Street 1/1 398 52.0 : 51.5 4.0 13 745 54.7 : 54.7 4.0 13 Left Right Ahead Carnoustie Street (Northbound) 1/2 17 1.6 0.1 43 197 32.7 2.0 13 Left Carnoustie Street (Nortbound) 1/3 387 31.1 3.7 43 262 37.8 2.6 13 Ahead Practical Reserve Capacity73.0% Practical Reserve Capacity 64.5% Total Delay 4.2 PCUh Total Delay 4.26 PCUh Table6.4b - LINSIG Results

Projected 2020 AM Peak PM Peak Junction 1 - Carnoustie Street / Scotland Street / Carnoustie Cycle Time of 240 Seconds Cycle Time of 90 Seconds Place / Scotland Street Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Carnoustie Street 1/1 Left 615 75.9 18.6 106 525 90.5 16.7 28 Carnoustie Street 1/2 Left Ahead 548 67.5 15.3 106 274 47.2 5.8 28 Carnoustie Street 1/3 Right 330 41.5 7.8 106 413 75.2 10.4 28 Scotland Street (West) 2/1 Left Ahead 429 54.9 12.5 93 389 60.2 8.9 29 Scotland Street (West) 2/2 Ahead Right 468 56.2 13.8 93 440 62.3 10.0 29 Scotland Street (West) 4/1 Right Ahead Left 138 17.9 3.4 93 329 51.6 7.1 29 Carnoustie Place 6/1 Ahead Right Left 34 57.1 2.9 7 49 17.6 1.2 13 Practical Reserve Capacity18.5% Practical Reserve Capacity -0.6% Total Delay 24.73 PCUh Total Delay 25.89 PCUh

AM Peak PM Peak Junction 2 - Carnoustie Street / M74 Off-Ramp / Carnoustie Cycle Time of 137 Seconds Cycle Time of 40 Seconds Street Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) M74 Off-Ramp 1/1 Left 589 39.0 5.6 114 525 77.8 6.8 14 M74 Off-Ramp 1/2 + 1/3 Left Right 1180 76.4 : 76.4 16.1 114 914 97.1 : 97.1 16.5 14 Carnoustie Street (Northbound) 2/1 Ahead 20 11.5 0.8 11 111 14.9 0.9 14 Carnoustie Street (Southbound) 3/1 Ahead 123 70.9 5.7 11 137 18.5 1.4 14 Practical Reserve Capacity17.7% Practical Reserve Capacity -7.9% Total Delay 7.13 PCUh Total Delay 16.54 PCUh

AM Peak PM Peak Junction 3 - Carnoustie Street / Dalintober Street / Carnoustie Cycle Time of 70 Seconds Cycle Time of 40 Seconds Street / M8 On-Ramp Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Dalintober Street 1/1 Left Right Ahead 411 32.6 : 32.4 3.3 22 770 56.5 : 56.6 4.1 13 Carnoustie Street (Northbound) 1/2 Left 18 2.1 0.2 34 204 33.8 2.0 13 Carnoustie Street (Nortbound) 1/3 Ahead 401 40.5 5.1 34 271 39.1 2.7 13 Practical Reserve Capacity122.2% Practical Reserve Capacity 59.1% Total Delay 3.88 PCUh Total Delay 4.45 PCUh Table 6.4c - LINSIG Results

Projected 2020 + Gen AM Peak PM Peak Junction 1 - Carnoustie Street / Scotland Street / Carnoustie Cycle Time of 240 Seconds Cycle Time of 90 Seconds Place / Scotland Street Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Carnoustie Street 1/1 Left 659 68.1 17.7 127 458 63.6 10.0 35 Carnoustie Street 1/2 Left Ahead 503 51.9 11.7 127 341 47.3 6.7 35 Carnoustie Street 1/3 Right 436 45.9 9.6 127 485 68.6 11.1 35 Scotland Street (West) 2/1 Left Ahead 477 78.3 16.9 72 445 71.7 11.0 28 Scotland Street (West) 2/2 Ahead Right 514 79.3 18.3 72 498 73.0 12.3 28 Scotland Street (West) 4/1 Right Ahead Left 158 26.3 4.3 72 336 55.5 7.4 28 Carnoustie Place 6/1 Ahead Right Left 34 57.1 2.9 7 49 30.7 1.4 7 Practical Reserve Capacity13.5% Practical Reserve Capacity 23.3% Total Delay 27.69 PCUh Total Delay 23.55 PCUh

AM Peak PM Peak Junction 2 - Carnoustie Street / M74 Off-Ramp / Carnoustie Cycle Time of 120 Seconds Cycle Time of 45 Seconds Street Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) M74 Off-Ramp 1/1 Left 654 47.4 8.3 91 458 42.4 3.4 26 M74 Off-Ramp 1/2 + 1/3 Left Right 1127 78.9 : 78.9 18.9 91 987 77.2 : 77.2 6.8 26 Carnoustie Street (Northbound) 2/1 Ahead 20 6.7 0.6 17 111 31.5 1.4 7 Carnoustie Street (Southbound) 3/1 Ahead 216 72.7 8.1 17 203 57.7 2.1 7 Practical Reserve Capacity13.5% Practical Reserve Capacity 16.6% Total Delay 27.96 PCUh Total Delay 6.14 PCUh

AM Peak PM Peak Junction 3 - Carnoustie Street / Dalintober Street / Carnoustie Cycle Time of 60 Seconds Cycle Time of 45 Seconds Street / M8 On-Ramp Demand Deg of Green Demand Deg of Green Link Flow Sat Queue Times Flow Sat Queue Times Number Link Description (PCU/Hr) (%) (PCU) (Sec) (PCU/Hr) (%) (PCU) (Sec) Dalintober Street 1/1 Left Right Ahead 504 35.5 : 33.7 3.3 22 836 48.7 : 48.6 4.2 19 Carnoustie Street (Northbound) 1/2 Left 18 2.5 0.2 24 204 41.0 2.0 12 Carnoustie Street (Nortbound) 1/3 Ahead 401 48.6 5.3 24 271 47.4 2.6 12 Practical Reserve Capacity85.2% Practical Reserve Capacity 84.9% Total Delay 4.07 PCUh Total Delay 4.82 PCUh c Copyright of this document is reserved by Dougall Baillie Associates Ltd. Relocated Pedestrian Crossing DO NOT scale from this drawing 11.15 Notes: Gy Gy Gy 10.79 J1 10.76 11.34 11.27 11.24 11.20 11.04 10.96 11.04 10.534

CLEAR Wm 10.64 KEEP 10.56 10.49 IC 10.58 10.55 10.50

SCOTLAND STREET

11.25 BUSES 11.13 BUSES SCOTLAND STREET10.55

11.12 Bo 10.29 Bo Bo Bo Bo SLOW Bo TL TL 11.55 11.48 11.39 11.36 11.25 Bo 10.69 10.66 10.60 10.55 10.47 10.43 10.42 10.39 10.37 10.35 11.23 11.16 11.12 11.04 10.77 10.73 Wm 11.16 Bo Gy J8 Gy 10.98 11.064 10.94 Gy 11.36 11.29 11.24 11.13 10.52SLOW 10.46 10.38 10.33 TL 10.26 10.18 10.18Fh Fh R/Posts Gy Fh Lp Lp 10.49 11.04 Sp ICU Lp Sp Wm Sp Cbox Sp DP Lp ICU Lp Gy

10.99 DP THL 11.5 THL THL THL

10.61 10.48 10.35 10.39 11.5 Up. Up. THL 11.01 10.78 10.7710.82 10.79 10.76 THL Up. 10.37

Up. 10.82 10.79 10.82

Up. Gy 10.80 10.99 10.85

10.80 10.82 10.84 10.79 10.82 Pipe DP DP Gy Gy 10.43 10.37 10.44 10.28 ICU 10.38

10.77

^^ PROPOSED RESIDENTIAL PRIORITY ACCESS ONTO SCOTLAND STREET (SCALE 1:500 @ A3) ^^ PROPOSED BUSINESS SITE PRIORITY ACCESS ONTO SCOTLAND STREET (SCALE 1:500 @ A3)

Relocated Pedestrian Crossing

11.15 Gy Gy Gy 10.79 J9 10.98 J1 10.76 11.81 11.66 11.63 11.57 11.60 11.51 11.41 11.42 11.40 11.40 11.34 11.27 11.24 10.96 11.04 10.846 10.534 11.20 11.04 10.93 10.89 10.82 10.81 10.88

10.95 CLEAR ICU 11.92 Wm Gy 10.64 10.68 KEEP 10.56 10.49 J2 11.58 IC 10.030 ICU 10.58 10.55 10.50 10.33 ICU 10.08 10.04 9.96 9.94 10.01 ICU CLEAR

11.57 KEEP

IB SCOTLAND STREET 12.11 TL TL 12.03

12.08 IB 12.16

11.25 BUSES 11.13 BUSES BUSES SCOTLAND STREET10.55 SCOTLAND STREET

IB 10.87

11.12 Bo 10.29 12.11 Bo Bo Bo Gy Bo TL TL Bo Bo SLOW Bo Bo Bo 12.26 TL 11.69 11.64 11.55 11.48 11.39 11.36 10.78 10.47 TS 11.25 Bo 10.90 10.69 10.66 10.60 10.55 10.43 10.42 10.39 10.37 10.35 10.34 10.33 10.32 10.26 10.25 10.24 10.21 Bo Wm 12.21 11.23 11.16 11.12 11.04 10.98 10.93 10.86 10.83 10.77 10.73 12.29 J80 Bo 11.44 Wm 11.16 Sv 12.386 11.92 Gy J8 Gy Gy Gy TS TL12.29 Gy Gy Wm 12.39 10.98 11.064 10.94 10.66 10.04 10.00 9.98 Fh ICU 11.50 11.45 11.42 11.36 11.29 11.24 11.13 10.21 10.16 10.52SLOW 10.38 10.33 TL 10.26 10.18 10.18Fh 10.10 10.05 10.06 Gy ICU Fh R/Posts Gy Fh Lp Lp 10.49 10.46 10.10 10.10 11.83 Gy ICU Gas Sp ICU ICU 11.04 Wm Gy ICU 11.68 11.65 Lp Lp Sp Wm Sp ICU Lp Lp Cbox Sp DP 10.91 Lp Lp Pipe Pipe TL Sp Gy DP 12.08

10.99 THL DP THL THL TL 11.5 THL THL TS 12.51 10.39 10.61 10.48 10.35 Pipe 10.5610.45 Up.

11.5 Up. THL Pipe 11.01 10.78 10.7710.82 10.79 Gy 10.76 THL THL THL 10.16 ICU 12.54 Up. 10.29 10.53 10.37 Gy 12.59 TS 10.46 ICU

Up. 10.51 10.82 DP THL 10.79 10.50 10.45 10.82 THL 12.58 Gy 12.69 10.37 ICU THL IB THL Up. 13.83 Gy 10.80 10.51 10.85 10.99 ICU TL 10.47 10.82 12.75 10.80 Conifer 10.84 12.84 10.79 10.82 12.81 Pipe 10.55 Lp DP 10.19 Gy ICU G:1.4 DP THL Gy 10.43 10.37 10.46 Gy 10.44 10.28 10.27 Post 10.56 ICU G:0.9 DP 12.99 10.38 12.98 THL THL 11.00 10.65 THL DP 10.59 Gy G:1.1 12.75 Bo 12.74 TCL: DP 13.02 25.72 13.00 13.19 DP Diagram 6.1

13.19 THL SHIELDS ROAD 13.21 10.77 10.35 10.54 J3 13.32 10.567 Development Access Proposals 12.93

13.17

13.40 PInv

13.42 Ø0.1 Pipe

13.38

13.07

10.64 Diag. MG Lp Scale: 13.59 TCL: DP 13.59 13.38 NOTED @ A3 17012-SK-09 13.56 24.35 Ref: 10.69 Fh

G:1.4 10.65 13.24 Lp Stmp SHIELDS ROAD Bo 13.74 13.76 13.52

R/Posts DP Lp G:1.0 ICU

13.34 MG MG IC 10.61 10.81 Post G:0.9

13.92 13.91 13.73 ICU G:1.7 10.59

13.52

13.92 Bo ICU J81 Gas 14.056

14.12 13.79 10.66 IB 13.66 14.11

G:1.1 TCL: 21.15 13.79 10.63 MG ^^ PROPOSED RESIDENTIAL PRIORITY ACCESS (WESTERN JUNCTION) AND PROPOSED BUSINESS SITE PRIORITY ACCESS (EASTERN JUNCTION). (SCALE 1:1,000 @ A3) Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

7 Car Parking & Service Provision

7.1 The standards for cycle and car parking in Glasgow are set out in Glasgow City Councils City Development Plan Supplementary Guidance SG11 – Sustainable Transport.

Cycle Parking

7.2 As noted in Section 3 the development site is well connected to the existing cycle network serving to limit the number of car trips generated by the residential and employment elements during commuting peaks.

7.3 Requirements for cycle parking are set out in the Supplementary Guidance SG11. Table 7.1 summarises the cycle parking provision by element.

Proposed Rate Development Type Scale Parking (Spaces Per 100m2 GFA) Provision

Residential 230 Units 1 per unit 230

Commercial 1/100m2 (customer) + 1/10 1,450m2 17 (Assumed Retail) staff (20 assumed)

Mixed Use Business 1/120m2 (staff) + 1/500m2 11,300m2 117 Park (Class 4) (visitor)

Table 7.1 – Cycle Parking Provision

7.4 Given the largely flatted nature of the residential development it is anticipated that the 230 cycle parking spaces would be provided on a communal basis and through a combination of spaces provided within the individual buildings and dedicated discrete cycle parking outbuildings.

7.5 In addition to the residential cycle parking, the application of GCC standards would result in a total provision of 134 cycle spaces associated with the commercial and employment elements of the development. While subject to future detailed design, cycle parking would be distributed around the development and adjacent to the building entrances.

Residential Development Parking

7.6 Supplementary Guidance SG11 sets out a basic minimum provision of 1 parking space per dwelling where the proposals represent a Redevelopment of an area. Furthermore, Supplementary Guidance SG11 sets out that reductions to these standards can be justified on the following grounds:  Being located within an area of high public transport accessibility.  Density and open space considerations;

Page 29 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

 Townscape and design requirements  Dependant on housing type, with flatted accommodation at the lower end of provision;  Car availability by household in the surrounding area;  Existing pressure on on-street parking in the surrounding area;  Practical considerations in relation to conversions, redevelopments and subdivisions.

7.7 Discussions with GCC have indicated that dependant on the layout of the residential element of the development they would consider 1 parking space per dwelling. While Appendix A contains a development layout, this is for indicative purposes only and would be subject to further discussions with GCC.

Commercial Element (Class 1 - Local Retail) Parking

7.8 As noted in Section 5 of this report it is considered that this element will take the form of local retail units. Given this, it is assumed that the retail element would not generate new vehicle trips on the road network. As a result of this it is not proposed to provide any parking associated with this development element.

Mixed Use Business Park (Class 4) Parking

7.9 Supplementary Guidance SG11 sets out a maximum parking provision of 1.5 parking spaces per 100m2 GFA. On this basis the proposed development of 11,300m2 of employment space would be subject to a maximum parking provision of 170 parking spaces. In addition, Supplementary Guidance SG11 states a minimum of 5% of general provision be provided for the disabled. In this case this would equate to 9 disabled parking spaces.

7.10 As noted the application would be for Planning Permission in Principle. The final development content and layout will inform the final parking provision and layout and would be subject to discussion and agreement as further detailed applications are progressed.

Servicing

7.11 The layout for the residential development would comply with the GCC’s Design Guide for New Residential Areas, and would be sufficient to accommodate normal service and refuse vehicle manoeuvres within the site.

7.12 The employment element would be designed in accordance with the Council’s Guidelines and would be sufficient to accommodate normal service and refuse vehicle manoeuvres within the site.

Page 30 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

8 Conclusions

8.1 The proposed development will be highly accessible by a range of sustainable transport modes, and would be integrated into the existing public transport system, meeting the requirements of Scottish Planning Policy and the Council's City Development Plan.

8.2 The traffic generation of the proposals has been assessed on a Multi-Modal basis using the GCC methodology while taking the Council’s maximum parking standards into account.

8.3 The impact of development traffic generation has been established through detailed analysis of the local road network using industry standard software. This analysis predicts that the traffic impact on the local road network could be accommodated by the existing layout of the junctions analysed in this assessment.

8.4 Parking provision of 100% has been discussed with GCC and agreed based on the detailed design of the development. Parking provision associated with the employment element has been assessed against GCC’s maximum parking standards.

Page 31 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

Appendix A

Indicative Site Layout Plan

350

350a-350 SM

SM

Shields Road Underground Station

11.2m SCOTLAND STREET 10.4m

LB

12.5m 371 169 165 Block L 550m2

2

Block N to 530m2 8 Block M 370m2

CARNOUSTIE

El Sub Sta Kingston Industrial Estate 0.233 H PLACE

Block C 5 780m2 14

0.047 H Block K Block A 2,080m2 1,170m2

SHIELDS

20

ROAD

Block B Block F 390m2 Block E 24 520m2 Shelter 520m2 Block G El Sub Sta 975m2 + 26 Block D 520m2 15.2m 975m2 + 520m2

28

274 30 0.132 H Block H 1,560m2 residential site : 2.98 Ha Block I Garage 0.162H 2,400m2 site boundary : 4.23 ha

WEST SITE RESIDENTIAL - OPTION 230Units - 100% Parking on Site (230 spaces)

0.197 H - Fulfils Open Space Standards (0.77ha) Block J 2,400m2 16 (65m2) @ 2-storey Mews Style Houses (1,040m2)

48 (100m2) @ 6-storey Flats (4,800m2)

66 (65m2) @ 3-storey Flats (4,290m2)

Tunnel 72 (65m2)Lighting Gantry @ 4-storey Flats (4,680m2)

Lighting Gantry 28 (65m2) @ 2-storey Flats (1,820m2)

Lighting Gantry Commercial Area (1,450m2)

TOTAL GIA = 18,080m2 L Twr

Ward Bdy Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

Appendix B

Network Flow Diagrams

M8

Seaward Street

Wallace Street

Wallace Street

983 356 839

1684

494 2 162 82 216

106 Cook Street 1080 1573 389 127 799 357 356 175 331 278 120

M8 M8 17 387

119

Car Park Entrance Car Park Exit 385 1327 20 Carnoustie Street West Street M74 146 0 0 8 320 13 1111 390 1015 869 828 244 Scotland Street 0 0 33

0 221 391 268 173 2 53 6 292 487 625 3 0 0 0 0 393 11 6 16 116 149 0 12

81 35 61 0

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

137 278 522 Figure 1a 20 Base 2017 Weekday AM Peak Hour Flows 584 16 M8

Seaward Street

Wallace Street

Wallace Street

1359 201 735

1747

547 0 336 15 435

181 Cook Street 712 1166 366 279 1340 188 433 22 463 612 133

M8 M8 197 262

133

Car Park Entrance Car Park Exit 352 1039 107 Carnoustie Street West Street M74 5 94 83 56 399 3 770 478 723 718 742 518 Scotland Street 0 0 3

0 197 775 214 578 0 1 42 228 263 245 0 0 0 0 0 775 9 9 30 274 18 0 2

144 61 128 0

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

482 603 161 Figure 1b 18 Base 2017 Weekday PM Peak Hour Flows 346 37 M8

Seaward Street

Wallace Street

Wallace Street

1017 368 868

1742

511 2 167 85 224

109 Cook Street 1117 1627 402 131 826 369 368 181 342 288 124

M8 M8 18 401

123

Car Park Entrance Car Park Exit 398 1372 20 Carnoustie Street West Street M74 151 0 0 8 330 13 1149 403 1050 899 856 252 Scotland Street 0 0 34

0 229 405 277 179 2 55 6 302 504 646 3 0 0 0 0 407 11 6 17 120 154 0 12

83 36 64 0

Residential Site Access Business Site Access Carnoustie Place

Shields Road

2020 1.444 Vermont Street 2017 1.396 1.034

141 288 540 Figure 2a 21 Projected 2020 Weekday AM Peak Hour Flows 604 17 M8

Seaward Street

Wallace Street

Wallace Street

1406 207 760

1807

566 0 347 16 450

188 Cook Street 737 1206 379 289 1386 195 448 23 479 633 137

M8 M8 204 271

137

Car Park Entrance Car Park Exit 364 1075 111 Carnoustie Street West Street M74 5 97 86 58 413 3 796 495 748 743 768 536 Scotland Street 0 0 3

0 204 802 221 598 0 1 44 236 272 253 0 0 0 0 0 802 9 9 31 283 19 0 2

149 63 132 0

Residential Site Access Business Site Access Carnoustie Place

Shields Road

2020 1.444 = = 1.034 Vermont Street 2017 1.396

498 624 167 Figure 2b 19 Projected 2020 Weekday PM Peak Hour Flows 358 38 M8

42% 42%

Seaward Street

3% Wallace Street 3% Wallace Street

42% 11% 7%

42%

18% 3% 11% 11% Cook Street

42% 18% 11% 7%

26%

42%

M8 M8

26% 26% 42%

Car Park Entrance Car Park Exit 7% 7% 7% Carnoustie Street West Street M74 49% 29% 40% 60% Scotland Street 40%

29% 40% 3% 11% 26% 11% 40% 60% 11% 60%

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

11% 11% 11% Figure 3 Employment Distribution

11% M8

Seaward Street

Wallace Street

Wallace Street

74 3

72

5 5

Cook Street

13 5 18 2

44

72

M8 M8

72

Car Park Entrance Car Park Exit 12

Carnoustie Street West Street M74 84 49 68 18 68

912 13 819 1218 18 102

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street In Out 170 30

3 Figure 4a Employment Genaration Weekday AM Peak Hour Flows 19 M8

Seaward Street

Wallace Street

Wallace Street

22 15

13

25 1

Cook Street

59 25 3 10

8

13

M8 M8

13

Car Park Entrance Car Park Exit 2

Carnoustie Street West Street M74 15 912 84 12

40 55 415 36 3 55 84 3 18

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street In Out 30 139

15 Figure 4b Employment Genaration Weekday PM Peak Hour Flows 3 M8

77% 77%

Seaward Street

6% Wallace Street 6% Wallace Street

77% 5% 5%

77%

9% 6% 5% 5% Cook Street

77% 9% 5% 5%

4%

77%

M8 M8

4% 4% 77%

Car Park Entrance Car Park Exit 5% 5% 5% Carnoustie Street West Street M74 82% 10% 86% 86% Scotland Street 14%

10% 6% 4% 86% 4% 4% 14% 86% 86% 5%

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

4% 4% 4% Figure 5 Residential Distribution

4% M8

Seaward Street

Wallace Street

Wallace Street

22 4

18

7 1

Cook Street

60 7 1 4

1

18

M8 M8

18

Car Park Entrance Car Park Exit 1

Carnoustie Street West Street M74 19 2 67 67 3

8 4320 3 1 11 67 20 1

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street In Out 23 78

3 Figure 6a Residential Generation Weekday AM Peak Hour Flows 1 M8

Seaward Street

Wallace Street

Wallace Street

49 1

48

3 3

Cook Street

25 3 3 2

3

48

M8 M8

48

Car Park Entrance Car Park Exit 3

Carnoustie Street West Street M74 51 6 27 27 8

3 2154 12 427 54 3

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street In Out 62 32

1 Figure 6b Residential Generation Weekday PM Peak Hour Flows 2 M8

Seaward Street

Wallace Street

Wallace Street

96 0 7

90

13 0006

0 Cook Street 0 72 13 19 6 0 45 0 0 0 90

M8 M8 00

90

Car Park Entrance Car Park Exit 0 13 0 Carnoustie Street West Street M74 0 0 0 0 103 0 0 51 68 67 85 03 68 0

01612 56200 0 11 0 20 11 67 12 0 18 20 000 19 0 102 0

0000

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

06 0 Figure 7a 0 Total Generation Weekday AM Peak Hour Flows 20 0 M8

Seaward Street

Wallace Street

Wallace Street

72 0 16

61

28 0004

0 Cook Street 0 84 28 6 11 0 10 0 0 0 61

M8 M8 00

61

Car Park Entrance Car Park Exit 0 5 0 Carnoustie Street West Street M74 00006600 15 12 27 111 08 12 0

04355 617540 0 37 0 6 4 27 55 0 84 54 000 6 0 18 0

0000

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

017 0 Figure 7b 0 Total Generation Weekday PM Peak Hour Flows 6 0 M8

Seaward Street

Wallace Street

Wallace Street

1113 368 875

1832

524 2 167 85 230

109 Cook Street 1117 1700 415 151 832 369 413 181 342 288 214

M8 M8 18 401

213

Car Park Entrance Car Park Exit 398 1385 20 Carnoustie Street West Street M74 151 0 0 8 434 13 1149 454 1117 966 941 252 Scotland Street 3 68 34

0 245 417 282 186 22 55 6 313 504 666 14 67 12 0 18 427 11 6 17 140 154 102 12

83 36 64 0

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

141 294 540 Figure 8a 21 Projected 2020 + Generation Weekday AM Peak Hour Flows 624 17 M8

Seaward Street

Wallace Street

Wallace Street

1478 207 776

1868

594 0 347 16 455

188 Cook Street 737 1290 406 295 1397 195 459 23 479 633 198

M8 M8 204 271

198

Car Park Entrance Car Park Exit 364 1080 111 Carnoustie Street West Street M74 5 97 86 58 478 3 796 510 760 770 879 536 Scotland Street 8 12 3

0 247 857 227 615 54 1 44 273 272 259 4 27 55 0 84 855 9 9 31 290 19 18 2

149 63 132 0

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

498 640 167 Figure 8b 19 Projected 2020 + Generation Weekday PM Peak Hour Flows 364 38 M8

Seaward Street

Wallace Street

Wallace Street

4.6%

5.2%

1.0% 2.5%

1.4% Cook Street

4.8%

0.7%

3.5% 21.9%

16.6% M8 M8

16.7%

1.2% 0.7%

Car Park Entrance Car Park Exit 6.8% Carnoustie Street

0.0% 0.0% West Street M74 6.8% Scotland Street 4.9% 6.4% 11.4% 15.3% 15.3%

4.9% 6.4% 11.4% 15.3% 15.3% 4.8%

0.0% 1.6% 1950.7% ∞

0.0%

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

1.6% Figure 9a 0.0% Percentage Impact (Development Flows / 2020 Projected Flows) Weekday AM Peak Hour 2.8% M8

Seaward Street

Wallace Street

Wallace Street

3.7%

3.4%

0.8% 4.9%

0.5% Cook Street

6.3%

0.8%

0.9% 7.9%

9.9% M8 M8

9.9%

3.1% 0.3%

Car Park Entrance Car Park Exit 5.0% Carnoustie Street

80 0.0% 0.0% West Street M74 5.0% Scotland Street 3.8% 5.2% 9.6% 11.8% 11.9%

3.8% 5.2% 9.6% 11.8% 11.9% 6.1%

0.0% 1.3% ∞∞

0.0%

Residential Site Access Business Site Access Carnoustie Place

Shields Road

Vermont Street

1.3% Figure 9b 0.0% Percentage Impact (Development Flows / 2020 Projected Flows) Weekday PM Peak Hour 2.1% Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

Appendix C

GCC Person Trip Matrices

McDougall Method Employment Spreadsheet for Commuter Distribution

Project:- Former Howdens Site - Scotland Street, Glasgow Scenario:- Development Trip Generation Date:- 11/10/17 2 Enter either 1 metre (10 digit) O.S. grid reference for centroid of site (eg NT1234567890) NS5780064200 Gross Floor Area (m ) 11300 TBC 2 or the numerical grid coordinates (world coords) (eg 612340.00, 267890.00) 257800.00 664200.00 Employees per 100m gfa 4.65 # No. of Employees arriving during peak hour 342 # # = alter only if accompanied by pre-agreed justification Economically Relevant Distance from %age Direction of Anticipated number of peak hour Active Econ.Active Demographic employment Travel Accessibility ratings work commutes to the Site Population Population Ward Centroid distribution E, N, S, W, Public Pedestrian Cycle total car / taxiustainabl driving car by public on foot by cycle District Ward within Ward within Ward to Site X, Y or Z Transport ## commutecommute or by taxi transport or other East Dunbartonshire 1 Barloch 2029 2029 14.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 2 Clober 2573 2573 14.7 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 3 Keystone 1868 1868 13.4 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 4 Baljaffray/Mosshead 2508 2508 13.1 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 5 Bearsden 2130 2130 11.7 0.55 W 5 551.9 83.4 16.6 1.6 0.1 0.0 0.3 6 Castlehill/Thorn 2356 2356 12.6 0.61 W 5 552.1 83.4 16.6 1.7 0.1 0.0 0.3 7 Chapelton 2151 2151 10.6 0.56 W 5 551.9 83.4 16.6 1.6 0.1 0.0 0.3 8 Westerton 2359 2359 9.6 0.61 W 5 552.1 83.4 16.6 1.7 0.1 0.0 0.3 9 Kessington 2287 2287 9.9 0.59 W 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 10 West Kirkintilloch and Torrance 2317 2317 14.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 11 Hillhead and Broomhill 2264 2264 16.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 12 Rosebank and Waterside 2261 2261 17.6 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 Ratings :- bus/train/underground walk (6k/hr)(100m/min) cycle (18k/hr)(300m/min)

1 = very good (headway of < 6min) < 6 min walk < 6 min cycle 2 = good (headway of <11min) <12 min walk < 12 min cycle 3 = poor (headway of < 21min) <18 min walk < 18 min cycle 4 = very poor (headway of < 31min) <24 min walk < 24 min cycle 5 = bad (headway > 31min) >24 min walk > 24 min cycle

East Dunbartonshire (cont) 13 East Harestanes and Twechar 2482 2482 19.3 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 14 Kirkintilloch Central 2540 2540 15.8 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 15 Lenzie 1977 1977 14.5 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 16 South Lenzie 2056 2056 14.4 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 17 Campsie 2051 2051 18.9 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 18 Milton 2278 2278 18.5 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 19 Kenmure and Baldernock 2245 2245 9.5 0.58 W 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 20 Balmuildy and Park 1821 1821 9.8 0.47 W 5 551.6 83.4 16.6 1.3 0.0 0.0 0.2 21 Cadder/Langbrae 2214 2214 11.4 0.57 W 5 552.0 83.4 16.6 1.6 0.1 0.0 0.3 22 Auchinairn and Crowhill 2145 2145 8.5 0.55 W 5 551.9 83.4 16.6 1.6 0.1 0.0 0.3 23 Woodhill West 1832 1832 9.4 0.47 W 5 551.6 83.4 16.6 1.3 0.0 0.0 0.2 24 Woodhill East 2337 2337 10.0 0.60 W 5 552.1 83.4 16.6 1.7 0.1 0.0 0.3 East Renfrewshire 1 Liboside 2411 2411 17.8 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 2 Barrhead North 2216 2216 11.9 0.57 W 5 552.0 83.4 16.6 1.6 0.1 0.0 0.3 3 North Neilston & West Arthurlie 1947 1947 14.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 4 Barrhead Central 1636 1636 12.7 0.42 W 5 551.4 83.4 16.6 1.2 0.0 0.0 0.2 5 Barrhead East 1621 1621 11.4 0.42 W 5 551.4 83.4 16.6 1.2 0.0 0.0 0.2 6 Auchenback 1586 1586 12.2 0.41 W 5 551.4 83.4 16.6 1.2 0.0 0.0 0.2 7 Greenfarm 3717 3717 15.7 0.02 Z 5 550.1 83.4 16.6 0.1 0.0 0.0 0.0 8 Thornliebank 2258 2258 7.6 0.58 Z 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 9 Giffnock North 2183 2183 6.8 0.56 Z 5 541.9 63.4 36.6 1.2 0.2 0.0 0.5 10 Merrylea Park 2127 2127 6.1 0.55 Z 5 541.9 63.4 36.6 1.2 0.2 0.0 0.5 11 Netherlee 2183 2183 6.8 0.56 Z 5 541.9 63.4 36.6 1.2 0.2 0.0 0.5 12 Crookfur 2291 2291 11.5 0.59 Z 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 13 Giffnock South 2316 2316 7.4 0.60 Z 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 14 Stamperland 2502 2502 7.9 0.65 Z 5 552.2 83.4 16.6 1.8 0.1 0.0 0.3 15 Broom 2150 2150 10.5 0.56 Z 5 551.9 83.4 16.6 1.6 0.1 0.0 0.3 16 Kirkhill 2291 2291 11.1 0.59 Z 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 17 Clarkston 2537 2537 9.0 0.66 Z 5 552.2 83.4 16.6 1.9 0.1 0.0 0.3 18 Busby 2307 2307 9.8 0.60 Z 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 19 Mearns 1952 1952 12.3 0.50 Z 5 551.7 83.4 16.6 1.4 0.0 0.0 0.2 20 Eaglesham 2023 2023 15.9 0.01 Z 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 Glasgow 1 Drumry 2207 2207 12.3 0.57 N 5 551.9 83.4 16.6 1.6 0.1 0.0 0.3 2 Summerhill 2202 2202 11.3 0.57 N 5 551.9 83.4 16.6 1.6 0.1 0.0 0.3 3 Blairdardie 2957 2957 9.9 0.76 N 5 552.6 83.4 16.6 2.2 0.1 0.0 0.4 4 Knightswood Park 2621 2621 9.2 0.68 N 5 552.3 83.4 16.6 1.9 0.1 0.0 0.3 5 Knightswood South 2479 2479 9.3 0.64 N 5 552.2 83.4 16.6 1.8 0.1 0.0 0.3 6 Yoker 3196 3196 10.1 0.83 N 5 552.8 83.4 16.6 2.4 0.1 0.0 0.4 7 Anniesland 3507 3507 8.0 0.91 N 5 553.1 83.4 16.6 2.6 0.1 0.0 0.4 8 Jordanhill 3660 3660 6.8 0.95 N 5 543.2 63.4 36.6 2.0 0.4 0.0 0.8 9 Kelvindale 3474 3474 6.3 0.90 N 5 543.1 63.4 36.6 1.9 0.3 0.0 0.8 10 Scotstoun 3302 3302 7.8 0.85 N 5 552.9 83.4 16.6 2.4 0.1 0.0 0.4 11 Victoria Park 3498 3498 6.0 0.90 N 5 543.1 63.4 36.6 2.0 0.4 0.0 0.8 12 Hayburn 4019 4019 4.8 1.04 N 5 533.5 43.4 56.6 1.5 0.5 0.1 1.3 13 Hyndland 4211 4211 4.8 1.09 N 5 533.7 43.4 56.6 1.6 0.6 0.1 1.4 14 Hillhead 3318 3318 3.9 0.86 N 2 532.9 23.4 76.6 0.7 1.4 0.1 0.7 15 Partick 3842 3842 3.9 0.99 N 2 533.4 23.4 76.6 0.8 1.7 0.1 0.8 16 Kelvingrove 4177 4177 2.6 1.08 N 5 523.7 23.4 76.6 0.9 0.5 0.2 2.1 17(east) Anderston 1605 1605 1.9 0.42 N 2 421.4 23.4 76.6 0.3 0.5 0.2 0.4 17(west) Anderston 1619 1619 1.6 0.42 N 2 311.4 3.4 96.6 0.0 0.4 0.8 0.2 18 Woodlands 3408 3408 3.2 0.88 N 2 523.0 23.4 76.6 0.7 1.3 0.1 0.9 19 North Kelvin 3363 3363 5.1 0.87 N 5 533.0 43.4 56.6 1.3 0.5 0.0 1.2 20 Wyndford 2669 2669 5.6 0.69 N 5 542.4 63.4 36.6 1.5 0.3 0.0 0.6 21 Maryhill 2542 2542 6.6 0.66 N 5 542.2 63.4 36.6 1.4 0.3 0.0 0.6 22 Summerston 3484 3484 7.7 0.90 N 5 553.1 83.4 16.6 2.6 0.1 0.0 0.4 23 Milton 2241 2241 7.3 0.58 N 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 24 Ashfield 2125 2125 6.1 0.55 N 5 541.9 63.4 36.6 1.2 0.2 0.0 0.5 25 Firhill 3142 3142 4.0 0.81 N 5 532.8 43.4 56.6 1.2 0.4 0.1 1.0 26 Keppochhill 2109 2109 4.6 0.55 N 5 531.9 43.4 56.6 0.8 0.3 0.1 0.7 27 Merchant City 2569 2569 3.2 0.66 N 2 522.3 23.4 76.6 0.5 1.0 0.1 0.7 28 Royston 2385 2385 5.2 0.62 N 5 532.1 43.4 56.6 0.9 0.3 0.0 0.9 29 Cowlairs 3110 3110 5.9 0.80 N 5 542.7 63.4 36.6 1.7 0.3 0.0 0.7 30 Springburn 2409 2409 6.9 0.62 N 5 542.1 63.4 36.6 1.3 0.2 0.0 0.5 31 Wallacewell 2626 2626 7.8 0.68 N 5 552.3 83.4 16.6 1.9 0.1 0.0 0.3 32 Milnbank 2986 2986 5.0 0.77 N 5 532.6 43.4 56.6 1.1 0.4 0.0 1.1 33 Dennistoun 3060 3060 4.6 0.79 N 5 532.7 43.4 56.6 1.2 0.4 0.1 1.0 34 Calton 2963 2963 3.4 0.77 N 5 522.6 23.4 76.6 0.6 0.4 0.2 1.5 35 Bridgeton/ Dalmarnock 1551 1551 4.7 0.40 N 5 531.4 43.4 56.6 0.6 0.2 0.0 0.5 36 Parkhead 2168 2168 5.9 0.56 N 5 541.9 63.4 36.6 1.2 0.2 0.0 0.5 37 Carntyne 2555 2555 6.7 0.66 N 5 542.3 63.4 36.6 1.4 0.3 0.0 0.6 38 Robroyston 4453 4453 8.5 1.15 N 5 553.9 83.4 16.6 3.3 0.1 0.0 0.5 39 Gartcraig 2459 2459 7.9 0.64 N 5 552.2 83.4 16.6 1.8 0.1 0.0 0.3 40 Queenslie 1824 1824 9.8 0.47 N 5 551.6 83.4 16.6 1.3 0.0 0.0 0.2 41 Greenfield 3059 3059 9.5 0.79 N 5 552.7 83.4 16.6 2.3 0.1 0.0 0.4 42 Barlanark 2318 2318 11.5 0.60 N 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 43 Shettleston 3144 3144 9.0 0.81 N 5 552.8 83.4 16.6 2.3 0.1 0.0 0.4 44 Tollcross Park 2326 2326 7.6 0.60 N 5 552.1 83.4 16.6 1.7 0.1 0.0 0.3 45 Braidfauld 2327 2327 7.1 0.60 N 5 542.1 63.4 36.6 1.3 0.2 0.0 0.5 46 Mount Vernon 3852 3852 10.6 1.00 N 5 553.4 83.4 16.6 2.8 0.1 0.0 0.5 47 Baillieston 3435 3435 12.9 0.89 N 5 553.0 83.4 16.6 2.5 0.1 0.0 0.4 48 Garrowhill 4733 4733 12.9 1.22 N 5 554.2 83.4 16.6 3.5 0.1 0.0 0.6 49 Garthamlock 2692 2692 12.4 0.70 N 5 552.4 83.4 16.6 2.0 0.1 0.0 0.3 50 Easterhouse 2528 2528 13.9 0.02 N 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 51 Drumoyne 2754 2754 5.0 0.71 N 5 532.4 43.4 56.6 1.1 0.4 0.1 0.9 52 Govan 2612 2612 3.8 0.68 Y 2 532.3 23.4 76.6 0.5 1.1 0.1 0.6 53 Ibrox 2645 2645 2.8 0.68 Y 2 522.3 23.4 76.6 0.5 1.0 0.1 0.7 54 Kingston 4142 4142 1.0 1.07 Y 2 213.7 3.4 96.6 0.1 0.6 2.9 0.0 55 Mosspark 2383 2383 4.6 0.62 Y 5 532.1 43.4 56.6 0.9 0.3 0.1 0.8 56 North Cardonald 2890 2890 6.2 0.75 W 5 542.6 63.4 36.6 1.6 0.3 0.0 0.6 57 Penilee 2635 2635 7.7 0.68 W 5 552.3 83.4 16.6 1.9 0.1 0.0 0.3 58 Cardonald 3451 3451 6.4 0.89 W 5 543.0 63.4 36.6 1.9 0.3 0.0 0.8 59 Pollok 3570 3570 7.2 0.92 W 5 553.2 83.4 16.6 2.6 0.1 0.0 0.4 60 Crookston 2814 2814 7.4 0.73 W 5 552.5 83.4 16.6 2.1 0.1 0.0 0.3 61 Nitshill 4396 4396 8.6 1.14 W 5 553.9 83.4 16.6 3.2 0.1 0.0 0.5 62 Darnley 5132 5132 8.3 1.33 W 5 554.5 83.4 16.6 3.8 0.1 0.0 0.6 63 Carnwadric 3119 3119 6.6 0.81 W 5 542.8 63.4 36.6 1.7 0.3 0.0 0.7 64 Maxwell Park 3371 3371 2.2 0.87 W 5 423.0 23.4 76.6 0.7 0.4 0.7 1.2 65 Pollokshields East 2973 2973 0.9 0.77 S 5 212.6 3.4 96.6 0.1 0.1 2.4 0.0 66 Hutchesontown 2319 2319 2.1 0.60 S 2 422.0 23.4 76.6 0.5 0.7 0.3 0.5 67 Govanhill 3084 3084 2.2 0.80 S 5 422.7 23.4 76.6 0.6 0.4 0.7 1.1 68 Strathbungo 4124 4124 2.0 1.07 Z 5 423.6 23.4 76.6 0.9 0.5 0.9 1.4 69 Battlefield 3826 3826 3.1 0.99 S 5 523.4 23.4 76.6 0.8 0.5 0.2 1.9 70 Langside 4304 4304 3.4 1.11 S 5 523.8 23.4 76.6 0.9 0.6 0.2 2.1 71 Pollokshaws 3276 3276 3.6 0.85 S 5 522.9 23.4 76.6 0.7 0.4 0.2 1.6 72 Newlands 3548 3548 4.9 0.92 Z 5 533.1 43.4 56.6 1.4 0.5 0.1 1.2 73 Cathcart 3892 3892 4.9 1.01 Z 5 533.4 43.4 56.6 1.5 0.5 0.1 1.3 74 Mount Florida 3458 3458 4.4 0.89 S 5 533.1 43.4 56.6 1.3 0.5 0.1 1.2 75 Toryglen 2055 2055 3.6 0.53 S 5 521.8 23.4 76.6 0.4 0.3 0.1 1.0 76 Kings Park 4079 4079 5.2 1.05 S 5 533.6 43.4 56.6 1.6 0.6 0.0 1.5

GCC Page 1 1 Dec 2006 McDougall Method Employment Spreadsheet for Commuter Distribution

# = alter only if accompanied by pre-agreed justification Economically Relevant Distance from %age Direction of Anticipated number of peak hour Active Econ.Active Demographic employment Travel Accessibility ratings work commutes to the Site Population Population Ward Centroid distribution E, N, S, W, Public Pedestrian Cycle total car / taxiustainabl driving car by public on foot by cycle District Ward within Ward within Ward to Site X, Y or Z Transport ## commutecommute or by taxi transport or other 77 Castlemilk 2755 2755 6.6 0.71 Z 5 542.4 63.4 36.6 1.5 0.3 0.0 0.6 78 Carmunnock 3136 3136 7.7 0.81 S 5 552.8 83.4 16.6 2.3 0.1 0.0 0.4 79 Glenwood 2379 2379 7.7 0.62 S 5 552.1 83.4 16.6 1.8 0.1 0.0 0.3 North Lanarkshire 1 Ladywell 2572 2572 23.7 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 70 Stepps 2138 2138 12.1 0.55 X 5 551.9 83.4 16.6 1.6 0.1 0.0 0.3 Renfrewshire 1 Shortroods 1888 1888 13.5 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 2 St James 1343 1343 13.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 3 Ferguslie 1898 1898 15.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 4 Linwood East 1846 1846 17.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 5 Linwood West 2238 2238 19.3 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 6 Brediland 1955 1955 16.2 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 7 Foxbar 2040 2040 16.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 8 Stanely 2700 2700 14.4 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 9 Glenburn South 2188 2188 14.7 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 10 Glenburn North 2163 2163 13.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 11 Paisley Central 1857 1857 12.7 0.48 W 4 551.6 63.4 36.6 1.0 0.3 0.0 0.3 12 Lounsdale and Millarston 2525 2525 14.7 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 13 Castlehead 1854 1854 13.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 14 Saucel and Hunterhill 1915 1915 11.6 0.50 W 5 551.7 83.4 16.6 1.4 0.0 0.0 0.2 15 Lochfield 1989 1989 11.4 0.51 W 5 551.8 83.4 16.6 1.5 0.1 0.0 0.2 16 Seedhill 1952 1952 11.4 0.50 W 5 551.7 83.4 16.6 1.4 0.0 0.0 0.2 17 Blackhall & Hawkhead 2019 2019 9.9 0.52 W 5 551.8 83.4 16.6 1.5 0.1 0.0 0.2 18 Gallowhill & Whitehaugh 2240 2240 10.5 0.58 W 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 19 Sandyford 1706 1706 11.3 0.44 W 5 551.5 83.4 16.6 1.3 0.0 0.0 0.2 20 Ralston 2223 2223 8.9 0.57 W 5 552.0 83.4 16.6 1.6 0.1 0.0 0.3 21 Johnstone Central 1891 1891 18.9 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 22 Johnstone Cochranehill 1716 1716 20.2 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 23 Johnstone Castle 1734 1734 19.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 24 Johnstone West 1978 1978 21.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 25 Elderslie 2092 2092 19.2 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 26 Blythswood 1908 1908 11.2 0.49 W 5 551.7 83.4 16.6 1.4 0.0 0.0 0.2 27 Deanside 2614 2614 8.6 0.68 W 5 552.3 83.4 16.6 1.9 0.1 0.0 0.3 28 Townhead 1812 1812 10.3 0.47 W 5 551.6 83.4 16.6 1.3 0.0 0.0 0.2 29 Arkleston & Newmains 2168 2168 9.8 0.56 W 5 551.9 83.4 16.6 1.6 0.1 0.0 0.3 30 Moorpark 1820 1820 11.3 0.47 W 5 551.6 83.4 16.6 1.3 0.0 0.0 0.2 31 Lochwinnoch & Howwood 2638 2638 30.5 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 32 Bridge of Weir South & Brookfield 2186 2186 25.5 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 33 Kilbarchan 1935 1935 24.7 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 34 Bridge of Weir North & Craigends 2953 2953 23.9 0.02 W 5 550.1 83.4 16.6 0.1 0.0 0.0 0.0 35 Houston & Langbank 2140 2140 24.4 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 36 Erskine SE & Inchinnan 2829 2829 15.1 0.02 W 5 550.1 83.4 16.6 0.1 0.0 0.0 0.0 37 Parkmains 2523 2523 15.5 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 38 Erskine Central 2217 2217 17.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 39 Erskine West 2248 2248 20.6 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 40 Bishopton 2489 2489 22.3 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 South Ayrshire 1 Troon North 2014 2014 51.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 2 Troon West 1860 1860 54.2 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 3 Troon East 1899 1899 53.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 4 Troon South 1516 1516 55.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 5 Prestwick St Ninian's 1719 1719 57.6 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 6 Prestwick St Cuthbert's and Monkton 1703 1703 55.3 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 7 Prestwick St Nicholas' 2083 2083 57.9 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 8 Prestwick Kingcase 1675 1675 59.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 9 Prestwick Toll 1622 1622 60.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 10 Ayr Newton 1966 1966 61.4 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 11 Ayr Lochside 1537 1537 61.7 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 12 Ayr Whitletts 1430 1430 60.6 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 13 Ayr Craigie 1523 1523 62.3 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 14 Ayr Central 1449 1449 63.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 15 Ayr Fort 1288 1288 64.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 16 Ayr Old Belmont 1655 1655 64.9 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 17 Ayr Forehill 1478 1478 64.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 18 Ayr Masonhill 2113 2113 64.4 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 19 Ayr Belmont 1890 1890 65.2 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 20 Ayr Doonfoot and Seafield 1553 1553 67.3 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 21 Ayr Rozelle 1670 1670 66.9 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 22 Dundonald and Loans 1633 1633 48.9 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 23 Tarbolton Symington Craigie 2004 2004 50.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 24 Annbank Mossblown St Quivox 1846 1846 55.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 25 Coylton and Minishant 1891 1891 66.1 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 26 North Carrick and Maybole West 1942 0 81.2 0.00 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 27 North Carrick and Maybole East 1775 0 83.4 0.00 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 28 South Carrick 1931 0 107.9 0.00 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 29 Girvan Ailsa 1488 0 99.6 0.00 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 30 Girvan Glendoune 1556 0 109.6 0.00 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 South Lanarkshire 1 Lanark North 2250 2250 47.2 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 2 Lanark South 1949 1949 49.9 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 3 Lesmahagow 2092 2092 44.6 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 4 Blackwood 2039 2039 39.3 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 5 Clyde Valley 2096 2096 40.7 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 6 Biggar/ Symington and Black Mount 2026 2026 66.5 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 7 Duneaton/Carmichael 1919 1919 70.5 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 8 Carstairs/Carnwath 1961 1961 55.4 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 9 Douglas 1914 1914 54.9 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 10 Carluke/Whitehill 2406 2406 39.5 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 11 Carluke/Crawforddyke 2402 2402 41.2 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 12 Forth 2347 2347 50.3 0.01 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 13 Law/Carluke 2652 2652 35.3 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 14 Long Calderwood 2109 2109 13.4 0.01 Z 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 15 Calderglen 2350 2350 16.7 0.01 S 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 16 Blacklaw 2394 2394 15.9 0.02 S 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 17 Morrishall 1988 1988 15.1 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 18 Maxwellton 1937 1937 15.1 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 19 East Mains 1859 1859 14.1 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 20 West Mains 2123 2123 14.2 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 21 Duncanrig 1981 1981 14.4 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 22 Westwoodhill 2086 2086 15.3 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 23 Headhouse 1785 1785 15.5 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 24 Heatheryknowe 1988 1988 16.6 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 25 Greenhills 2312 2312 16.0 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 26 Whitehills 2454 2454 16.8 0.02 S 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 27 Hairmyres/Crosshouse 2295 2295 14.7 0.01 S 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 28 Mossneuk/Kittoch 2776 2776 12.9 0.72 S 5 552.5 83.4 16.6 2.0 0.1 0.0 0.3 29 Stewartfield 2831 2831 11.1 0.73 S 5 552.5 83.4 16.6 2.1 0.1 0.0 0.3 30 Lindsay 2872 2872 19.9 0.02 S 5 550.1 83.4 16.6 0.1 0.0 0.0 0.0 31 Avondale North 2609 2609 25.8 0.02 S 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 32 Avondale South 2371 2371 36.1 0.01 S 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 33 Blantyre West 2477 2477 14.8 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 34 Coatshill/Low Blantyre 1980 1980 17.1 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 35 Burnbank/Blantyre 2385 2385 18.2 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 36 High Blantyre 1931 1931 17.3 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 37 Hamilton Centre North 2055 2055 21.0 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 38 Whitehill 1810 1810 20.6 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 39 Bothwell South 1909 1909 18.5 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 40 Uddingston South/Bothwell 1891 1891 16.6 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 41 Uddingston 2005 2005 15.6 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 42 Hillhouse 1851 1851 18.6 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 43 Udston 1345 1345 18.6 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 44 Wellhall/Earnock 2248 2248 20.3 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 45 Earnock 2402 2402 19.6 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 46 Woodhead/Meikle Earnock 2187 2187 20.5 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 47 Hamilton Centre/Ferniegair 1836 1836 25.5 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 48 Low Waters 1748 1748 22.0 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 49 Silvertonhill 2318 2318 23.0 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 50 Cadzow 2657 2657 24.9 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 51 Dalserf 2523 2523 34.0 0.02 X 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 52 Larkhall East 2116 2116 30.5 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 53 Larkhall West 2306 2306 29.9 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 54 Larkhall South 1673 1673 30.9 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 55 Stonehouse 2205 2205 33.8 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 56 Rutherglen West 2173 2173 4.9 0.56 X 5 531.9 43.4 56.6 0.8 0.3 0.1 0.7 57 Stonelaw 2072 2072 6.9 0.54 X 5 541.8 63.4 36.6 1.2 0.2 0.0 0.5 58 Bankhead 1954 1954 5.8 0.51 X 5 541.7 63.4 36.6 1.1 0.2 0.0 0.4 59 Spittal/Blairbeth 1684 1684 6.9 0.44 X 5 541.5 63.4 36.6 0.9 0.2 0.0 0.4 60 Burgh 2019 2019 6.1 0.52 X 3 541.8 43.4 56.6 0.8 0.6 0.0 0.4 61 Cairns 2053 2053 13.1 0.01 X 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0

GCC Page 2 1 Dec 2006 McDougall Method Employment Spreadsheet for Commuter Distribution

# = alter only if accompanied by pre-agreed justification Economically Relevant Distance from %age Direction of Anticipated number of peak hour Active Econ.Active Demographic employment Travel Accessibility ratings work commutes to the Site Population Population Ward Centroid distribution E, N, S, W, Public Pedestrian Cycle total car / taxiustainabl driving car by public on foot by cycle District Ward within Ward within Ward to Site X, Y or Z Transport ## commutecommute or by taxi transport or other 62 Hallside 3260 3260 12.7 0.84 X 5 552.9 83.4 16.6 2.4 0.1 0.0 0.4 63 Cambuslang Central 1891 1891 10.0 0.49 X 5 551.7 83.4 16.6 1.4 0.0 0.0 0.2 64 Cathkin/Springhall 1927 1927 8.7 0.50 X 5 551.7 83.4 16.6 1.4 0.0 0.0 0.2 65 Fernhill 1645 1645 8.8 0.43 X 5 551.5 83.4 16.6 1.2 0.0 0.0 0.2 66 Kirkhill/Whitlawburn 2298 2298 9.6 0.59 X 5 552.0 83.4 16.6 1.7 0.1 0.0 0.3 67 Eastfield 1905 1905 7.7 0.49 X 5 551.7 83.4 16.6 1.4 0.0 0.0 0.2 Ratings :- bus/train/underground walk (6k/hr)(100m/min) cycle (18k/hr)(300m/min)

1 = very good (headway of < 6min) < 6 min walk < 6 min cycle 2 = good (headway of <11min) <12 min walk < 12 min cycle 3 = poor (headway of < 21min) <18 min walk < 18 min cycle 4 = very poor (headway of < 31min) <24 min walk < 24 min cycle 5 = bad (headway > 31min) >24 min walk > 24 min cycle

West Dunbartonshire 1 Whitecrook 1862 1862 11.4 0.48 W 5 551.6 83.4 16.6 1.4 0.0 0.0 0.2 2 Dalmuir/ Central 2198 2198 14.2 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 3 Mountblow 2545 2545 16.8 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 4 Parkhall 1377 1377 15.5 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 5 Linnvale/ Drumry 1832 1832 12.3 0.47 W 5 551.6 83.4 16.6 1.3 0.0 0.0 0.2 6 Kilbowie 1626 1626 14.0 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 7 Kilbowie West 1462 1462 14.5 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 8 Faifley 1752 1752 16.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 9 Hardgate 1814 1814 17.5 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 10 Duntocher 2394 2394 17.4 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 11 Bowling/ Milton/ Old Kilpatrick 2517 2517 23.3 0.02 W 5 550.1 83.4 16.6 0.0 0.0 0.0 0.0 12 Dunbarton East 1724 1724 26.4 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 13 Barloan/ Overtoun 2232 2232 26.4 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 14 Dunbarton North 2028 2028 28.2 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 15 Dunbarton Central 2137 2137 28.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 16 Dunbarton West 1954 1954 29.7 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 17 Renton/ Alexandria South 1974 1974 31.4 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 18 Alexandria N./ Tullichewan 1862 1862 33.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 19 Balloch 1930 1930 35.6 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 20 Haldane/ Kilma'ck/ Jamest'm 1866 1866 33.7 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 21 Bonhill East 1974 1974 30.2 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 22 Riverside 2224 2224 29.8 0.01 W 5 550.0 83.4 16.6 0.0 0.0 0.0 0.0 Relevant Population %age people cars etc pt walk other Relevant Sub-totals (people):- TOTALS 1,469,817 100.00 342 222 32 12 75 Aberdeen City 0 am pm Aberdeenshire 0 of which person%age people car usage cars in cars out cars in cars out %age(car) Angus 0 1) Travelling eastwards (M8) 3.7% 13 83.4% 10 2 2 9 4.7% Argyle & Bute 1 2) Travelling northwards (M8) 38.8% 132 61.8% 82 15 15 67 36.9% Clackmannanshire 0 3) Travelling southwards (Shields Road) 11.1% 38 44.5% 17 3 3 14 7.6% Cumbria (Carlisle District) 0 4) Travelling westwards (M8) 25.6% 88 79.1% 69 12 12 57 31.2% Dumfries & Galloway 0 5) Travelling via M74 7.0% 24 72.9% 17 3 3 14 7.8% Dundee City 0 6) Travelling via Seaward Street 3.0% 10 20.4% 2 0 0 2 1.0% East Ayrshire 1 7) Travelling via Eglinton Street 10.8% 37 65.9% 24 4 4 20 10.9% East Dunbartonshire 22 TOTALS 100.0% 342 65.1% 222 40 39 181 100.0% East Lothian 0 East Renfrewshire 30 RESULTS TABLE : people % by car cars etc. City of Edinburgh 5 Arrivals - am peak hour (8.30-9.30) 341.5 65.1% 222 Falkirk 2 Departures - am peak hour # 65.2 60.5% 39 Fife 1 Arrivals - pm peak hour (4.30-5.30) # 54.8 72.1% 39 Glasgow 213 Departures - pm peak hour # 280.3 64.7% 181 Highland 0 Hourly arrivals - interpeak (9.30-4.30) # 168.4 48.7% 82 Inverclyde 1 Hourly departures - interpeak # 181.4 49.2% 89 Midlothian 0 Moray 0 # = derived from TRICS multi-modal data for cases where the am peak is 8.30-9.30 North Ayrshire 1 North Lanarkshire 5 Daily totals (8-6) Northumberland 0 people car as driver or taxi non car driver Perth & Kinross 0 arr dep arr dep arr dep Renfrewshire 24 am 342 65 222 39 119 26 Scottish Borders 0 ip 1178 1270 573 625 605 645 South Ayrshire 1 pm 55 280 39 181 15 99 South Lanarkshire 28 tot 1575 1615 835 846 740 770 Stirling 1 West Dunbartonshire 4 Estimated Parking Accumulation West Lothian 2 pre 8.30 by 9.30 by 4.30 by 5.30 assumes normal 9-5 day with Total 342 82 265 213 32 allowance for flexible working

GCC Page 3 1 Dec 2006 McDougall Method Residential Spreadsheet for Employment Distribution

Project:- Former Howdens Site - Scotland Street, Glasgow Scenario:- Development Trip Generation Date:- 11/10/17 Enter either 1 metre (10 digit) OS grid reference for centroid of site (eg NS1234567890) NS5780064200 Enter total number of proposed residential units on site:- 230 or the numerical grid coordinates (world coords) (eg 212340.00, 667890.00) 257800.00 664200.00 Anticipated economically active rate (0-2) Default = 1.3:- 1.3 # Thus number of economically active residents = 299 # = alter only if accompanied by agreed justification Relevant Distance from %age Direction of Anticipated number of peak hour Population Demographic employment Travel Accessibility ratings work commutes from the Site District Ward Employed Ward Centroid distribution E, N, S, W, Public Pedestrian Cycle total driving car by public on foot other incl. within Ward to Site X, Y or Z Transport ~~ or by taxi transport by cycle Glasgow 1 Drumry 1508 12.3 0.04 N 5 550.1 0.1 0.0 0.0 0.0 2 Summerhill 1780 11.3 0.05 N 5 550.1 0.1 0.0 0.0 0.0 3 Blairdardie 1331 9.9 0.04 N 5 550.1 0.1 0.0 0.0 0.0 4 Knightswood Park 544 9.2 0.02 N 5 550.0 0.0 0.0 0.0 0.0 5 Knightswood South 534 9.3 0.01 N 5 550.0 0.0 0.0 0.0 0.0 6 Yoker 1786 10.1 0.05 N 5 550.1 0.1 0.0 0.0 0.0 7 Anniesland 3921 8.0 0.11 N 5 550.3 0.3 0.0 0.0 0.0 8 Jordanhill 5707 6.8 0.16 N 5 540.5 0.3 0.0 0.0 0.1 9 Kelvindale 1713 6.3 0.05 N 5 540.1 0.1 0.0 0.0 0.0 10 Scotstoun 2305 7.8 0.06 N 5 550.2 0.2 0.0 0.0 0.0 11 Victoria Park 3219 6.0 0.09 N 5 540.3 0.2 0.0 0.0 0.1 12 Hayburn 2334 4.8 0.07 N 5 530.2 0.1 0.0 0.0 0.1 13 Hyndland 1967 4.8 0.06 N 5 530.2 0.1 0.0 0.0 0.1 14 Hillhead 10079 3.9 0.28 N 2 530.8 0.2 0.4 0.0 0.2 15 Partick 6521 3.9 0.18 N 2 530.5 0.1 0.3 0.0 0.2 16 Kelvingrove 16947 2.6 8.65 N 5 5225.9 6.1 3.4 1.4 15.0 17(east) Anderston 81849 1.9 41.79 N 2 42124.9 29.2 37.2 16.1 42.4 17(west) Anderston 40924 1.6 20.89 N 2 3162.5 2.1 16.9 33.5 9.9 18 Woodlands 4942 3.2 0.14 N 2 520.4 0.1 0.2 0.0 0.1 19 North Kelvin 1826 5.1 0.05 N 5 530.2 0.1 0.0 0.0 0.1 20 Wyndford 1880 5.6 0.05 N 5 540.2 0.1 0.0 0.0 0.0 21 Maryhill 508 6.6 0.01 N 5 540.0 0.0 0.0 0.0 0.0 22 Summerston 2185 7.7 0.06 N 5 550.2 0.2 0.0 0.0 0.0 23 Milton 1981 7.3 0.06 N 5 550.2 0.1 0.0 0.0 0.0 24 Ashfield 1586 6.1 0.04 N 5 540.1 0.1 0.0 0.0 0.0 25 Firhill 2502 4.0 0.07 N 5 530.2 0.1 0.0 0.0 0.1 26 Keppochhill 5069 4.6 0.14 N 5 530.4 0.2 0.1 0.0 0.2 27 Merchant City 36292 3.2 1.02 N 2 523.0 0.7 1.3 0.1 1.0 28 Royston 1926 5.2 0.05 N 5 530.2 0.1 0.0 0.0 0.1 29 Cowlairs 4405 5.9 0.12 N 5 540.4 0.2 0.0 0.0 0.1 30 Springburn 5075 6.9 0.14 N 5 540.4 0.3 0.0 0.0 0.1 31 Wallacewell 617 7.8 0.02 N 5 550.1 0.0 0.0 0.0 0.0 32 Milnbank 3225 5.0 0.09 N 5 530.3 0.1 0.0 0.0 0.1 33 Dennistoun 1991 4.6 0.06 N 5 530.2 0.1 0.0 0.0 0.1 34 Calton 3748 3.4 0.11 N 5 520.3 0.1 0.0 0.0 0.2 35 Bridgeton/ Dalmarnock 2433 4.7 0.07 N 5 530.2 0.1 0.0 0.0 0.1 36 Parkhead 8799 5.9 0.25 N 5 540.7 0.5 0.1 0.0 0.2 37 Carntyne 1190 6.7 0.03 N 5 540.1 0.1 0.0 0.0 0.0 38 Robroyston 865 8.5 0.02 N 5 550.1 0.1 0.0 0.0 0.0 39 Gartcraig 2024 7.9 0.06 N 5 550.2 0.1 0.0 0.0 0.0 40 Queenslie 2749 9.8 0.08 N 5 550.2 0.2 0.0 0.0 0.0 41 Greenfield 1046 9.5 0.03 N 5 550.1 0.1 0.0 0.0 0.0 42 Barlanark 2026 11.5 0.06 N 5 550.2 0.1 0.0 0.0 0.0 43 Shettleston 5656 9.0 0.16 N 5 550.5 0.4 0.0 0.0 0.1 44 Tollcross Park 1415 7.6 0.04 N 5 550.1 0.1 0.0 0.0 0.0 45 Braidfauld 1016 7.1 0.03 N 5 540.1 0.1 0.0 0.0 0.0 46 Mount Vernon 1641 10.6 0.05 N 5 550.1 0.1 0.0 0.0 0.0 47 Baillieston 1564 12.9 0.04 N 5 550.1 0.1 0.0 0.0 0.0 48 Garrowhill 1152 12.9 0.03 N 5 550.1 0.1 0.0 0.0 0.0 49 Garthamlock 418 12.4 0.01 N 5 550.0 0.0 0.0 0.0 0.0 50 Easterhouse 1567 13.9 0.04 N 5 550.1 0.1 0.0 0.0 0.0 51 Drumoyne 12820 5.0 0.36 N 5 531.1 0.5 0.1 0.0 0.4 52 Govan 4340 3.8 0.12 Y 2 530.4 0.1 0.2 0.0 0.1 53 Ibrox 5568 2.8 0.16 Y 2 520.5 0.1 0.2 0.0 0.2 54 Kingston 10246 1.0 5.23 Y 2 2115.6 0.5 2.3 12.1 0.7 55 Mosspark 1012 4.6 0.03 Y 5 530.1 0.0 0.0 0.0 0.0 56 North Cardonald 2394 6.2 0.07 W 5 540.2 0.1 0.0 0.0 0.1 57 Penilee 1157 7.7 0.03 W 5 550.1 0.1 0.0 0.0 0.0 58 Cardonald 1758 6.4 0.05 W 5 540.1 0.1 0.0 0.0 0.0 59 Pollok 802 7.2 0.02 W 5 550.1 0.1 0.0 0.0 0.0 60 Crookston 1639 7.4 0.05 W 5 550.1 0.1 0.0 0.0 0.0 61 Nitshill 3203 8.6 0.09 W 5 550.3 0.2 0.0 0.0 0.0 62 Darnley 1509 8.3 0.04 W 5 550.1 0.1 0.0 0.0 0.0 63 Carnwadric 1794 6.6 0.05 W 5 540.2 0.1 0.0 0.0 0.0 64 Maxwell Park 1131 2.2 0.58 W 5 421.7 0.4 0.2 0.4 0.8 65 Pollokshields East 1827 0.9 0.93 S 5 212.8 0.1 0.1 2.4 0.2 66 Hutchesontown 4676 2.1 2.39 Z 2 427.1 1.7 2.2 0.9 2.3 67 Govanhill 2948 2.2 1.50 S 5 424.5 1.1 0.5 0.9 2.0 68 Strathbungo 2033 2.0 1.04 Z 5 423.1 0.7 0.4 0.6 1.4 69 Battlefield 3785 3.1 0.11 S 5 520.3 0.1 0.0 0.0 0.2 70 Langside 1188 3.4 0.03 S 5 520.1 0.0 0.0 0.0 0.1 71 Pollokshaws 4776 3.6 0.13 S 5 520.4 0.1 0.1 0.0 0.2 72 Newlands 1847 4.9 0.05 S 5 530.2 0.1 0.0 0.0 0.1 73 Cathcart 2032 4.9 0.06 Z 5 530.2 0.1 0.0 0.0 0.1 74 Mount Florida 3227 4.4 0.09 S 5 530.3 0.1 0.0 0.0 0.1 75 Toryglen 3456 3.6 0.10 S 5 520.3 0.1 0.0 0.0 0.2 76 Kings Park 323 5.2 0.01 S 5 530.0 0.0 0.0 0.0 0.0 77 Castlemilk 1479 6.6 0.04 Z 5 540.1 0.1 0.0 0.0 0.0 78 Carmunnock 1063 7.7 0.03 S 5 550.1 0.1 0.0 0.0 0.0 79 Glenwood 968 7.7 0.03 S 5 550.1 0.1 0.0 0.0 0.0 North Lanarkshire 1 Ladywell 2572 23.7 0.07 X 5 550.2 0.2 0.0 0.0 0.0 2 Calder Valley 508 25.1 0.01 X 5 550.0 0.0 0.0 0.0 0.0 3 Forgewood 1070 22.9 0.03 X 5 550.1 0.1 0.0 0.0 0.0 4 North Motherwell 1064 22.4 0.03 X 5 550.1 0.1 0.0 0.0 0.0 5 New Stevenston and Carfin 1660 26.2 0.05 X 5 550.1 0.1 0.0 0.0 0.0 6 Craigneuk 1159 27.8 0.03 X 5 550.1 0.1 0.0 0.0 0.0 7 Belhaven 1150 30.4 0.03 X 5 550.1 0.1 0.0 0.0 0.0 8 Stewarton 2329 31.4 0.07 X 5 550.2 0.2 0.0 0.0 0.0 9 Cambusnethan 155 32.2 0.00 X 5 550.0 0.0 0.0 0.0 0.0 10 Coltness 408 30.7 0.01 X 5 550.0 0.0 0.0 0.0 0.0 11 Watsonville 5770 24.9 0.16 X 5 550.5 0.4 0.0 0.0 0.0 12 Knowetop 2489 26.3 0.07 X 5 550.2 0.2 0.0 0.0 0.0 13 Muirhouse and Netherton 4886 28.0 0.14 X 5 550.4 0.3 0.0 0.0 0.0 14 Pather and Gowkthrapple 583 31.2 0.02 X 5 550.0 0.0 0.0 0.0 0.0 15 Garrion 1191 32.6 0.03 X 5 550.1 0.1 0.0 0.0 0.0 16 Newmains 812 34.1 0.02 X 5 550.1 0.1 0.0 0.0 0.0 17 Stane 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 18 Dykehead 1501 34.7 0.04 X 5 550.1 0.1 0.0 0.0 0.0 19 Cleland 1332 29.8 0.04 X 5 550.1 0.1 0.0 0.0 0.0 20 Benhar 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 21 Tannochside 3664 15.6 0.10 X 5 550.3 0.3 0.0 0.0 0.0 22 Fallside 1447 17.1 0.04 X 5 550.1 0.1 0.0 0.0 0.0 23 Viewpark 528 18.5 0.01 X 5 550.0 0.0 0.0 0.0 0.0 24 Bellshill North 11090 19.8 0.31 X 5 550.9 0.8 0.1 0.0 0.1 25 Orbiston 262 20.8 0.01 X 5 550.0 0.0 0.0 0.0 0.0 26 Mossend West and Thorndean 276 21.7 0.01 X 5 550.0 0.0 0.0 0.0 0.0 27 Holytown 1659 25.3 0.05 X 5 550.1 0.1 0.0 0.0 0.0 28 Mossend East and New Stevenston North 682 24.1 0.02 X 5 550.1 0.0 0.0 0.0 0.0 29 Newarthill 750 26.9 0.02 X 5 550.1 0.1 0.0 0.0 0.0 30 Hattonrig 2401 21.4 0.07 X 5 550.2 0.2 0.0 0.0 0.0 31 Townhead 1006 17.6 0.03 X 5 550.1 0.1 0.0 0.0 0.0 32 Blairpark 941 18.1 0.03 X 5 550.1 0.1 0.0 0.0 0.0

GCC Page 1 1 Dec 2006 McDougall Method Residential Spreadsheet for Employment Distribution

# = alter only if accompanied by agreed justification Relevant Distance from %age Direction of Anticipated number of peak hour Population Demographic employment Travel Accessibility ratings work commutes from the Site District Ward Employed Ward Centroid distribution E, N, S, W, Public Pedestrian Cycle total driving car by public on foot other incl. within Ward to Site X, Y or Z Transport ~~ or by taxi transport by cycle 33 North Central and Glenboig 1886 20.6 0.05 X 5 550.2 0.1 0.0 0.0 0.0 34 Coatbridge Central 3266 20.9 0.09 X 5 550.3 0.2 0.0 0.0 0.0 35 Sikeside and Carnbroe 2978 22.1 0.08 X 5 550.2 0.2 0.0 0.0 0.0 36 Bargeddie and Langloan 1291 17.8 0.04 X 5 550.1 0.1 0.0 0.0 0.0 37 Kirkwood 628 17.6 0.02 X 5 550.1 0.0 0.0 0.0 0.0 38 Kirkshaws 2011 19.4 0.06 X 5 550.2 0.1 0.0 0.0 0.0 39 Shawhead 760 21.0 0.02 X 5 550.1 0.1 0.0 0.0 0.0 40 Old Monkland 800 19.2 0.02 X 5 550.1 0.1 0.0 0.0 0.0 41 Whinhall 3768 22.8 0.11 X 5 550.3 0.3 0.0 0.0 0.0 42 Academy 381 23.8 0.01 X 5 550.0 0.0 0.0 0.0 0.0 43 Airdrie Central 3104 24.6 0.09 X 5 550.3 0.2 0.0 0.0 0.0 44 Clarkston 1563 26.4 0.04 X 5 550.1 0.1 0.0 0.0 0.0 45 New Monkland West 829 27.2 0.02 X 5 550.1 0.1 0.0 0.0 0.0 46 Plains and Caldercruix 515 31.0 0.01 X 5 550.0 0.0 0.0 0.0 0.0 47 North Cairnhill and Coatdyke 3281 22.7 0.09 X 5 550.3 0.2 0.0 0.0 0.0 48 South East Cairnhill and Gartlea 628 24.4 0.02 X 5 550.1 0.0 0.0 0.0 0.0 49 Craigneuk and Petersburn 160 26.1 0.00 X 5 550.0 0.0 0.0 0.0 0.0 50 Calderbank 595 24.1 0.02 X 5 550.0 0.0 0.0 0.0 0.0 51 Chapelhall 1232 26.1 0.03 X 5 550.1 0.1 0.0 0.0 0.0 52 Salsburgh 2171 32.8 0.06 X 5 550.2 0.2 0.0 0.0 0.0 53 Kildrum and Park 279 28.9 0.01 X 5 550.0 0.0 0.0 0.0 0.0 54 Seafar and The Village 3873 29.4 0.11 X 5 550.3 0.3 0.0 0.0 0.0 55 Balloch East and Ravenswood 2595 25.6 0.07 X 5 550.2 0.2 0.0 0.0 0.0 56 Balloch West, Blackwood East & Craigmarloch 2047 24.8 0.06 X 5 550.2 0.1 0.0 0.0 0.0 57 Westerwood, Carrickstone and Dullatur 2247 28.8 0.06 X 5 550.2 0.2 0.0 0.0 0.0 58 Abronhill South 96 32.5 0.00 X 5 550.0 0.0 0.0 0.0 0.0 59 Abronhill Central and North 1775 31.1 0.05 X 5 550.1 0.1 0.0 0.0 0.0 60 Carbrain East 3056 28.5 0.09 X 5 550.3 0.2 0.0 0.0 0.0 61 Carbrain West and Greenfaulds 333 25.7 0.01 X 5 550.0 0.0 0.0 0.0 0.0 62 Condorrat Central 328 24.0 0.01 X 5 550.0 0.0 0.0 0.0 0.0 63 Condorrat North and Westfield 2195 22.9 0.06 X 5 550.2 0.2 0.0 0.0 0.0 64 Croy, Kilsyth South and Smithstone 452 26.7 0.01 X 5 550.0 0.0 0.0 0.0 0.0 65 Queenzieburn and Kilsyth West 1466 26.0 0.04 X 5 550.1 0.1 0.0 0.0 0.0 66 Banton and Kilsyth East 1444 29.0 0.04 X 5 550.1 0.1 0.0 0.0 0.0 67 Moodiesburn East and Blackwood West 305 20.7 0.01 X 5 550.0 0.0 0.0 0.0 0.0 68 Moodiesburn West and Gartcosh 480 16.6 0.01 X 5 550.0 0.0 0.0 0.0 0.0 69 Chryston and Auchinloch 1170 13.7 0.03 X 5 550.1 0.1 0.0 0.0 0.0 70 Stepps 1417 12.1 0.04 X 5 550.1 0.1 0.0 0.0 0.0

Ratings :- bus/train/underground walk (6k/hr)(100m/min) cycle (18k/hr)(300m/min)

1 = very good (headway of < 6min) < 6 min walk < 6 min cycle 2 = good (headway of <11min) <12 min walk < 12 min cycle 3 = poor (headway of < 21min) <18 min walk < 18 min cycle 4 = very poor (headway of < 31min) <24 min walk < 24 min cycle 5 = bad (headway > 31min) >24 min walk > 24 min cycle

Renfrewshire 1 Shortroods 8972 13.5 0.25 W 5 550.8 0.6 0.0 0.0 0.1 2 St James 1611 13.8 0.05 W 5 550.1 0.1 0.0 0.0 0.0 3 Ferguslie 4319 15.8 0.12 W 5 550.4 0.3 0.0 0.0 0.0 4 Linwood East 1137 17.0 0.03 W 5 550.1 0.1 0.0 0.0 0.0 5 Linwood West 258 19.3 0.01 W 5 550.0 0.0 0.0 0.0 0.0 6 Brediland 212 16.2 0.01 W 5 550.0 0.0 0.0 0.0 0.0 7 Foxbar 351 16.1 0.01 W 5 550.0 0.0 0.0 0.0 0.0 8 Stanely 302 14.4 0.01 W 5 550.0 0.0 0.0 0.0 0.0 9 Glenburn South 436 14.7 0.01 W 5 550.0 0.0 0.0 0.0 0.0 10 Glenburn North 381 13.1 0.01 W 5 550.0 0.0 0.0 0.0 0.0 11 Paisley Central 4289 12.7 0.12 W 5 550.4 0.3 0.0 0.0 0.0 12 Lounsdale and Millarston 641 14.7 0.02 W 5 550.1 0.0 0.0 0.0 0.0 13 Castlehead 4605 13.1 0.13 W 5 550.4 0.3 0.0 0.0 0.0 14 Saucel and Hunterhill 850 11.6 0.02 W 5 550.1 0.1 0.0 0.0 0.0 15 Lochfield 1874 11.4 0.05 W 5 550.2 0.1 0.0 0.0 0.0 16 Seedhill 5980 11.4 0.17 W 5 550.5 0.4 0.0 0.0 0.1 17 Blackhall & Hawkhead 2863 9.9 0.08 W 5 550.2 0.2 0.0 0.0 0.0 18 Gallowhill & Whitehaugh 3403 10.5 0.10 W 5 550.3 0.2 0.0 0.0 0.0 19 Sandyford 7877 11.3 0.22 W 5 550.7 0.6 0.0 0.0 0.1 20 Ralston 344 8.9 0.01 W 5 550.0 0.0 0.0 0.0 0.0 21 Johnstone Central 2100 18.9 0.06 W 5 550.2 0.1 0.0 0.0 0.0 22 Johnstone Cochranehill 939 20.2 0.03 W 5 550.1 0.1 0.0 0.0 0.0 23 Johnstone Castle 491 19.1 0.01 W 5 550.0 0.0 0.0 0.0 0.0 24 Johnstone West 648 21.1 0.02 W 5 550.1 0.0 0.0 0.0 0.0 25 Elderslie 1370 19.2 0.04 W 5 550.1 0.1 0.0 0.0 0.0 26 Blythswood 1884 11.2 0.05 W 5 550.2 0.1 0.0 0.0 0.0 27 Deanside 1716 8.6 0.05 W 5 550.1 0.1 0.0 0.0 0.0 28 Townhead 2101 10.3 0.06 W 5 550.2 0.1 0.0 0.0 0.0 29 Arkleston & Newmains 600 9.8 0.02 W 5 550.1 0.0 0.0 0.0 0.0 30 Moorpark 1793 11.3 0.05 W 5 550.2 0.1 0.0 0.0 0.0 31 Lochwinnoch & Howwood 924 30.5 0.03 W 5 550.1 0.1 0.0 0.0 0.0 32 Bridge of Weir South & Brookfield 1791 25.5 0.05 W 5 550.2 0.1 0.0 0.0 0.0 33 Kilbarchan 442 24.7 0.01 W 5 550.0 0.0 0.0 0.0 0.0 34 Bridge of Weir North & Craigends 250 23.9 0.01 W 5 550.0 0.0 0.0 0.0 0.0 35 Houston & Langbank 979 24.4 0.03 W 5 550.1 0.1 0.0 0.0 0.0 36 Erskine SE & Inchinnan 2203 15.1 0.06 W 5 550.2 0.2 0.0 0.0 0.0 37 Parkmains 665 15.5 0.02 W 5 550.1 0.0 0.0 0.0 0.0 38 Erskine Central 435 17.0 0.01 W 5 550.0 0.0 0.0 0.0 0.0 39 Erskine West 1931 20.6 0.05 W 5 550.2 0.1 0.0 0.0 0.0 40 Bishopton 836 22.3 0.02 W 5 550.1 0.1 0.0 0.0 0.0 South Lanarkshire 1 Lanark North 0 0.0 0.00 Z 5 550.0 0.0 0.0 0.0 0.0 2 Lanark South 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 3 Lesmahagow 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 4 Blackwood 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 5 Clyde Valley 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 6 Biggar/ Symington and Black Mount 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 7 Duneaton/Carmichael 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 8 Carstairs/Carnwath 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 9 Douglas 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 10 Carluke/Whitehill 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 11 Carluke/Crawforddyke 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 12 Forth 0 0.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 13 Law/Carluke 792 35.3 0.02 X 5 550.1 0.1 0.0 0.0 0.0 14 Long Calderwood 228 13.4 0.01 Z 5 550.0 0.0 0.0 0.0 0.0 15 Calderglen 557 16.7 0.02 Z 5 550.0 0.0 0.0 0.0 0.0 16 Blacklaw 262 15.9 0.01 Z 5 550.0 0.0 0.0 0.0 0.0 17 Morrishall 121 15.1 0.00 Z 5 550.0 0.0 0.0 0.0 0.0 18 Maxwellton 3215 15.1 0.09 Z 5 550.3 0.2 0.0 0.0 0.0 19 East Mains 1694 14.1 0.05 Z 5 550.1 0.1 0.0 0.0 0.0 20 West Mains 5032 14.2 0.14 Z 5 550.4 0.4 0.0 0.0 0.0 21 Duncanrig 473 14.4 0.01 Z 5 550.0 0.0 0.0 0.0 0.0 22 Westwoodhill 147 15.3 0.00 Z 5 550.0 0.0 0.0 0.0 0.0 23 Headhouse 292 15.5 0.01 Z 5 550.0 0.0 0.0 0.0 0.0 24 Heatheryknowe 3920 16.6 0.11 Z 5 550.3 0.3 0.0 0.0 0.0 25 Greenhills 403 16.0 0.01 Z 5 550.0 0.0 0.0 0.0 0.0 26 Whitehills 2315 16.8 0.06 Z 5 550.2 0.2 0.0 0.0 0.0 27 Hairmyres/Crosshouse 158 14.7 0.00 Z 5 550.0 0.0 0.0 0.0 0.0 28 Mossneuk/Kittoch 4763 12.9 0.13 Z 5 550.4 0.3 0.0 0.0 0.0 29 Stewartfield 10384 11.1 0.29 Z 5 550.9 0.7 0.0 0.0 0.1 30 Lindsay 570 19.9 0.02 Z 5 550.0 0.0 0.0 0.0 0.0 31 Avondale North 2599 25.8 0.07 Z 5 550.2 0.2 0.0 0.0 0.0

GCC Page 2 1 Dec 2006 McDougall Method Residential Spreadsheet for Employment Distribution

# = alter only if accompanied by agreed justification Relevant Distance from %age Direction of Anticipated number of peak hour Population Demographic employment Travel Accessibility ratings work commutes from the Site District Ward Employed Ward Centroid distribution E, N, S, W, Public Pedestrian Cycle total driving car by public on foot other incl. within Ward to Site X, Y or Z Transport ~~ or by taxi transport by cycle 32 Avondale South 1241 36.1 0.03 Z 5 550.1 0.1 0.0 0.0 0.0 33 Blantyre West 622 14.8 0.02 X 5 550.1 0.0 0.0 0.0 0.0 34 Coatshill/Low Blantyre 1856 17.1 0.05 X 5 550.2 0.1 0.0 0.0 0.0 35 Burnbank/Blantyre 5085 18.2 0.14 X 5 550.4 0.4 0.0 0.0 0.0 36 High Blantyre 3498 17.3 0.10 X 5 550.3 0.2 0.0 0.0 0.0 37 Hamilton Centre North 4317 21.0 0.12 X 5 550.4 0.3 0.0 0.0 0.0 38 Whitehill 8641 20.6 0.24 X 5 550.7 0.6 0.0 0.0 0.1 39 Bothwell South 1993 18.5 0.06 X 5 550.2 0.1 0.0 0.0 0.0 40 Uddingston South/Bothwell 2020 16.6 0.06 X 5 550.2 0.1 0.0 0.0 0.0 41 Uddingston 1098 15.6 0.03 X 5 550.1 0.1 0.0 0.0 0.0 42 Hillhouse 248 18.6 0.01 X 5 550.0 0.0 0.0 0.0 0.0 43 Udston 683 18.6 0.02 X 5 550.1 0.0 0.0 0.0 0.0 44 Wellhall/Earnock 1062 20.3 0.03 X 5 550.1 0.1 0.0 0.0 0.0 45 Earnock 528 19.6 0.01 X 5 550.0 0.0 0.0 0.0 0.0 46 Woodhead/Meikle Earnock 130 20.5 0.00 X 5 550.0 0.0 0.0 0.0 0.0 47 Hamilton Centre/Ferniegair 3281 25.5 0.09 X 5 550.3 0.2 0.0 0.0 0.0 48 Low Waters 168 22.0 0.00 X 5 550.0 0.0 0.0 0.0 0.0 49 Silvertonhill 619 23.0 0.02 X 5 550.1 0.0 0.0 0.0 0.0 50 Cadzow 599 24.9 0.02 X 5 550.1 0.0 0.0 0.0 0.0 51 Dalserf 746 34.0 0.02 X 5 550.1 0.1 0.0 0.0 0.0 52 Larkhall East 671 30.5 0.02 X 5 550.1 0.0 0.0 0.0 0.0 53 Larkhall West 1400 29.9 0.04 X 5 550.1 0.1 0.0 0.0 0.0 54 Larkhall South 1020 30.9 0.03 X 5 550.1 0.1 0.0 0.0 0.0 55 Stonehouse 433 33.8 0.01 X 5 550.0 0.0 0.0 0.0 0.0 56 Rutherglen West 455 4.9 0.01 X 5 530.0 0.0 0.0 0.0 0.0 57 Stonelaw 978 6.9 0.03 X 5 540.1 0.1 0.0 0.0 0.0 58 Bankhead 572 5.8 0.02 X 5 540.0 0.0 0.0 0.0 0.0 59 Spittal/Blairbeth 275 6.9 0.01 X 5 540.0 0.0 0.0 0.0 0.0 60 Burgh 7167 6.1 0.20 X 5 540.6 0.4 0.1 0.0 0.2 61 Cairns 445 13.1 0.01 X 5 550.0 0.0 0.0 0.0 0.0 62 Hallside 1547 12.7 0.04 X 5 550.1 0.1 0.0 0.0 0.0 63 Cambuslang Central 1510 10.0 0.04 X 5 550.1 0.1 0.0 0.0 0.0 64 Cathkin/Springhall 363 8.7 0.01 X 5 550.0 0.0 0.0 0.0 0.0 65 Fernhill 282 8.8 0.01 X 5 550.0 0.0 0.0 0.0 0.0 66 Kirkhill/Whitlawburn 191 9.6 0.01 X 5 550.0 0.0 0.0 0.0 0.0 67 Eastfield 941 7.7 0.03 X 5 550.1 0.1 0.0 0.0 0.0 West Dunbartonshire 1 Whitecrook 708 11.4 0.02 W 5 550.1 0.0 0.0 0.0 0.0 2 Dalmuir/ Central 6371 14.2 0.18 W 5 550.5 0.4 0.0 0.0 0.1 3 Mountblow 670 16.8 0.02 W 5 550.1 0.0 0.0 0.0 0.0 4 Parkhall 302 15.5 0.01 W 5 550.0 0.0 0.0 0.0 0.0 5 Linnvale/ Drumry 3249 12.3 0.09 W 5 550.3 0.2 0.0 0.0 0.0 6 Kilbowie 977 14.0 0.03 W 5 550.1 0.1 0.0 0.0 0.0 7 Kilbowie West 348 14.5 0.01 W 5 550.0 0.0 0.0 0.0 0.0 8 Faifley 273 16.8 0.01 W 5 550.0 0.0 0.0 0.0 0.0 9 Hardgate 411 17.5 0.01 W 5 550.0 0.0 0.0 0.0 0.0 10 Duntocher 362 17.4 0.01 W 5 550.0 0.0 0.0 0.0 0.0 11 Bowling/ Milton/ Old Kilpatrick 5400 23.3 0.15 W 5 550.5 0.4 0.0 0.0 0.0 12 Dunbarton East 300 26.4 0.01 W 5 550.0 0.0 0.0 0.0 0.0 13 Barloan/ Overtoun 1100 26.4 0.03 W 5 550.1 0.1 0.0 0.0 0.0 14 Dunbarton North 300 28.2 0.01 W 5 550.0 0.0 0.0 0.0 0.0 15 Dunbarton Central 4959 28.8 0.14 W 5 550.4 0.3 0.0 0.0 0.0 16 Dunbarton West 850 29.7 0.02 W 5 550.1 0.1 0.0 0.0 0.0 17 Renton/ Alexandria South 1176 31.4 0.03 W 5 550.1 0.1 0.0 0.0 0.0 18 Alexandria N./ Tullichewan 2215 33.8 0.06 W 5 550.2 0.2 0.0 0.0 0.0 19 Balloch 777 35.6 0.02 W 5 550.1 0.1 0.0 0.0 0.0 20 Haldane/ Kilma'ck/ Jamest'm 806 33.7 0.02 W 5 550.1 0.1 0.0 0.0 0.0 21 Bonhill East 450 30.2 0.01 W 5 550.0 0.0 0.0 0.0 0.0 22 Riverside 395 29.8 0.01 W 5 550.0 0.0 0.0 0.0 0.0 Relevant Employed Population %age people cars etc pt walk other Relevant Sub-totals (people):- TOTALS 769,253 100.00 299 78 69 69 84 Aberdeen City 0 am pm (includes Aberdeenshire 0 of which person%age people out car usage cars out cars in cars out cars in %age(car) cyclists, Angus 0 1) Travelling eastwards (M8) 0.1% 0 83.4% 0 0 0 0 0.3% car Argyle & Bute # 0 2) Travelling northwards (M8) 76.9% 230 20.2% 46 13 19 37 59.9% passengers Clackmannanshire # 0 3) Travelling southwards (Shields Road) 3.7% 11 30.2% 3 1 1 3 4.3% etc.) Cumbria (Carlisle District) 0 4) Travelling westwards (M8) 4.4% 13 74.9% 10 3 4 8 12.8% Dumfries & Galloway # 0 5) Travelling via M74 4.7% 14 82.2% 12 3 5 9 15.0% Dundee City 0 6) Travelling via Seaward Street 5.5% 17 4.6% 1 0 0 1 1.0% East Ayrshire # 1 7) Travelling via Z 4.6% 14 38.0% 5 2 2 4 6.7% East Dunbartonshire 2 TOTALS 100.0% 299 26.0% 78 23 32 62 100.0% East Lothian 0 East Renfrewshire 1 City of Edinburgh 0 RESULTS TABLE : people % by car cars etc. Falkirk 0 Departures - am peak hour 299.0 26.0% 78 Fife 0 Arrivals - am peak hour # 89.7 26.0% 23 Glasgow 267 Departures - pm peak hour # 122.6 26.0% 32 Highland # 0 Arrivals - pm peak hour # 239.2 26.0% 62 Inverclyde 1 Average hourly departures ip1 - interpeak (9-3) # 104.6 14.8% 16 Midlothian 0 Average hourly arrivals ip1 - interpeak (9-3) # 104.6 14.8% 16 Moray 0 Average hourly departures ip2 - interpeak (3-5) # $ 149.5 12.5% 19 North Ayrshire 0 Average hourly arrivals ip2- interpeak (3-5) # $ 224.2 13.2% 29 North Lanarkshire 9 # = derived from TRICS multi-modal data for cases where the am peak is 8-9 Northumberland 0 $ = during schooldays - otherwise as 9-3 data Perth & Kinross # 0 Renfrewshire # 6 Daily totals (8-6)(schooldays) Scottish Borders 0 people car non car South Ayrshire 0 # = Data for certain wards have been scrambled to comply arr dep arr dep arr dep South Lanarkshire 8 with the 1947 STATISTICS OF TRADE ACT as some am 90 299 23 78 66 221 Stirling 0 of the wards contain CONFIDENTIAL DATA which ip1 628 628 93 93 535 535 West Dunbartonshire # 3 may NOT be conveyed (ie, appear in a paper/report/ ip2 448 299 59 37 390 262 West Lothian 0 thesis, or passed verbally) to anyone not named pm 239 123 62 32 177 91 Total 299 on the Chancellor of the Exchequer's Notice). total(8-6) 1405 1348 237 240 1168 1109

GCC Page 3 1 Dec 2006 Dougall Baillie Associates Scotland Street, Glasgow Proposed Mixed-Use Development Transportation Assessment November 2017

Appendix D

Road Network Analysis Output

Scotland Street / Shields Road Results Summary

Project and User Details Project: 17012 Scotland Street

Title: Scotland Street / Shields Road

Location:

File name: Scotland Street-Shields Road.lsg3x

Author: Sean Boyd

Company: Dougall Baillie Associates

Address: 3 Glenfield Road, East Kilbride, G75 0RA

Notes:

Linsig Version: 3, 2, 30, 0

Scotland Street / Shields Road Results Summary Scenario 1: '2017 AM' (FG1: '2017 AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scotland Street / Shields Road PRC: 34.7 % Total Traffic Delay: 17.4 pcuHr

44.7% 873 1 0.0% Inf 1 66.8% 365 2 0.0% Inf 2 Arm 1 - Scotland Street (West) C Arm 3 - Scotland Street A Arm 5 - Scotland Street Arm 2 - Scotland Street (East)

1 Inf 0.0% 2 407 54.3% 1 319 54.3%

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Scenario 1: '2017 AM' (FG1: '2017 AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 6 3 Min: 7

D D B E C

A 2 58s 7 23s 7 23s

Scenario 1: '2017 AM' (FG1: '2017 AM', Plan 1: 'Network Control Plan 1') Signal Timings Diagram

0 10 20 30 40 50 60 70 80 90 100 110 120

0 60 90 1 2 : 58 2 7 : 23 3 7 : 23

A A B B C C

Phases D D E E F F

0 10 20 30 40 50 60 70 80 90 100 110 120

Time in cycle (sec)

Scotland Street / Shields Road Results Summary Scenario 1: '2017 AM' (FG1: '2017 AM', Plan 1: 'Network Control Plan 1') Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Scotland Street / ------66.8% 0 0 0 17.4 - - Shields Road

Scotland Street / ------66.8% 0 0 0 17.4 - - Shields Road

Scotland 1/1 Street (West) U D 1 53 - 390 1940 873 44.7% - - - 2.9 26.4 9.3 Ahead

Scotland 1/2 Street (West) U E 1 23 - 244 1826 365 66.8% - - - 4.0 58.9 8.4 Right

Scotland 54.3 : 2/2+2/1 Street (East) U B C 1 24:90 66 394 1955:1828 407+319 - - - 3.4 30.9 7.2 54.3% Ahead Left

Shields Road 56.7 : 4/2+4/1 U A 1 58 - 785 1744:1747 526+859 - - - 5.1 23.4 12.0 Right Left 56.7%

Shields Road 4/3 U A 1 58 - 327 1685 828 39.5% - - - 2.1 22.8 7.1 Right

C1 PRC for Signalled Lanes (%): 34.7 Total Delay for Signalled Lanes (pcuHr): 17.42 Cycle Time (s): 120 PRC Over All Lanes (%): 34.7 Total Delay Over All Lanes(pcuHr): 17.42

Scotland Street / Shields Road Results Summary Scenario 2: '2017 PM' (FG2: '2017 PM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scotland Street / Shields Road PRC: 7.4 % Total Traffic Delay: 20.5 pcuHr

43.3% 1104 1 0.0% Inf 1 83.8% 618 2 0.0% Inf 2 Arm 1 - Scotland Street (West) C Arm 3 - Scotland Street A Arm 5 - Scotland Street Arm 2 - Scotland Street (East)

1 Inf 0.0% 2 351 56.1% 1 1030 56.1%

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Scenario 2: '2017 PM' (FG2: '2017 PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 6 3 Min: 7

D D B E C

A 2 48s 7 23s 7 43s

Scenario 2: '2017 PM' (FG2: '2017 PM', Plan 1: 'Network Control Plan 1') Signal Timings Diagram

0 10 20 30 40 50 60 70 80 90 100 110 120 130

0 50 80 1 2 : 48 2 7 : 23 3 7 : 43

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Time in cycle (sec)

Scotland Street / Shields Road Results Summary Scenario 2: '2017 PM' (FG2: '2017 PM', Plan 1: 'Network Control Plan 1') Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Scotland Street / ------83.8% 0 0 0 20.5 - - Shields Road

Scotland Street / ------83.8% 0 0 0 20.5 - - Shields Road

Scotland 1/1 Street (West) U D 1 73 - 478 1940 1104 43.3% - - - 2.5 18.9 10.2 Ahead

Scotland 1/2 Street (West) U E 1 43 - 518 1826 618 83.8% - - - 8.2 56.9 19.7 Right

Scotland 56.1 : 2/2+2/1 Street (East) U B C 1 24:80 56 775 1955:1828 351+1030 - - - 5.4 25.0 12.0 56.1% Ahead Left

Shields Road 39.9 : 4/2+4/1 U A 1 48 - 421 1744:1747 396+658 - - - 3.7 31.8 7.3 Right Left 39.9%

Shields Road 4/3 U A 1 48 - 87 1685 635 13.7% - - - 0.7 29.9 2.1 Right

C1 PRC for Signalled Lanes (%): 7.4 Total Delay for Signalled Lanes (pcuHr): 20.52 Cycle Time (s): 130 PRC Over All Lanes (%): 7.4 Total Delay Over All Lanes(pcuHr): 20.52

Scotland Street / Shields Road Results Summary Scenario 3: '2020 AM' (FG3: '2020 AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scotland Street / Shields Road PRC: 30.4 % Total Traffic Delay: 18.3 pcuHr

46.2% 873 1 0.0% Inf 1 69.0% 365 2 0.0% Inf 2 Arm 1 - Scotland Street (West) C Arm 3 - Scotland Street A Arm 5 - Scotland Street Arm 2 - Scotland Street (East)

1 Inf 0.0% 2 407 56.2% 1 318 56.2%

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Scenario 3: '2020 AM' (FG3: '2020 AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 6 3 Min: 7

D D B E C

A 2 58s 7 23s 7 23s

Scenario 3: '2020 AM' (FG3: '2020 AM', Plan 1: 'Network Control Plan 1') Signal Timings Diagram

0 10 20 30 40 50 60 70 80 90 100 110 120

0 60 90 1 2 : 58 2 7 : 23 3 7 : 23

A A B B C C

Phases D D E E F F

0 10 20 30 40 50 60 70 80 90 100 110 120

Time in cycle (sec)

Scotland Street / Shields Road Results Summary Scenario 3: '2020 AM' (FG3: '2020 AM', Plan 1: 'Network Control Plan 1') Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Scotland Street / ------69.0% 0 0 0 18.3 - - Shields Road

Scotland Street / ------69.0% 0 0 0 18.3 - - Shields Road

Scotland 1/1 Street (West) U D 1 53 - 403 1940 873 46.2% - - - 3.0 26.7 9.7 Ahead

Scotland 1/2 Street (West) U E 1 23 - 252 1826 365 69.0% - - - 4.2 60.2 8.9 Right

Scotland 56.2 : 2/2+2/1 Street (East) U B C 1 24:90 66 408 1955:1828 407+318 - - - 3.5 31.3 7.4 56.2% Ahead Left

Shields Road 58.7 : 4/2+4/1 U A 1 58 - 807 1744:1747 516+859 - - - 5.3 23.8 12.6 Right Left 58.7%

Shields Road 4/3 U A 1 58 - 343 1685 828 41.4% - - - 2.2 23.2 7.6 Right

C1 PRC for Signalled Lanes (%): 30.4 Total Delay for Signalled Lanes (pcuHr): 18.29 Cycle Time (s): 120 PRC Over All Lanes (%): 30.4 Total Delay Over All Lanes(pcuHr): 18.29

Scotland Street / Shields Road Results Summary Scenario 4: '2020 PM' (FG4: '2020 PM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scotland Street / Shields Road PRC: 3.8 % Total Traffic Delay: 21.9 pcuHr

44.8% 1104 1 0.0% Inf 1 86.7% 618 2 0.0% Inf 2 Arm 1 - Scotland Street (West) C Arm 3 - Scotland Street A Arm 5 - Scotland Street Arm 2 - Scotland Street (East)

1 Inf 0.0% 2 351 58.1% 1 1030 58.1%

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Scenario 4: '2020 PM' (FG4: '2020 PM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 6 3 Min: 7

D D B E C

A 2 48s 7 23s 7 43s

Scenario 4: '2020 PM' (FG4: '2020 PM', Plan 1: 'Network Control Plan 1') Signal Timings Diagram

0 10 20 30 40 50 60 70 80 90 100 110 120 130

0 50 80 1 2 : 48 2 7 : 23 3 7 : 43

A A B B C C

Phases D D E E F F

0 10 20 30 40 50 60 70 80 90 100 110 120 130

Time in cycle (sec)

Scotland Street / Shields Road Results Summary Scenario 4: '2020 PM' (FG4: '2020 PM', Plan 1: 'Network Control Plan 1') Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Scotland Street / ------86.7% 0 0 0 21.9 - - Shields Road

Scotland Street / ------86.7% 0 0 0 21.9 - - Shields Road

Scotland 1/1 Street (West) U D 1 73 - 495 1940 1104 44.8% - - - 2.6 19.1 10.7 Ahead

Scotland 1/2 Street (West) U E 1 43 - 536 1826 618 86.7% - - - 9.0 60.7 21.1 Right

Scotland 58.1 : 2/2+2/1 Street (East) U B C 1 24:80 56 802 1955:1828 351+1030 - - - 5.7 25.4 12.7 58.1% Ahead Left

Shields Road 41.3 : 4/2+4/1 U A 1 48 - 433 1744:1747 390+658 - - - 3.9 32.0 7.5 Right Left 41.3%

Shields Road 4/3 U A 1 48 - 92 1685 635 14.5% - - - 0.8 30.0 2.3 Right

C1 PRC for Signalled Lanes (%): 3.8 Total Delay for Signalled Lanes (pcuHr): 21.94 Cycle Time (s): 130 PRC Over All Lanes (%): 3.8 Total Delay Over All Lanes(pcuHr): 21.94

Scotland Street / Shields Road Results Summary Scenario 5: '2020 AM +Gen' (FG5: '2020 AM + Gen', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scotland Street / Shields Road PRC: 30.4 % Total Traffic Delay: 19.4 pcuHr

54.1% 841 1 0.0% Inf 1 69.0% 365 2 0.0% Inf 2 Arm 1 - Scotland Street (West) C Arm 3 - Scotland Street A Arm 5 - Scotland Street Arm 2 - Scotland Street (East)

1 Inf 0.0% 2 375 65.7% 1 283 65.7%

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Scenario 5: '2020 AM +Gen' (FG5: '2020 AM + Gen', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 6 3 Min: 7

D D B E C

A 2 60s 7 21s 7 23s

Scenario 5: '2020 AM +Gen' (FG5: '2020 AM + Gen', Plan 1: 'Network Control Plan 1') Signal Timings Diagram

0 10 20 30 40 50 60 70 80 90 100 110 120

0 62 90 1 2 : 60 2 7 : 21 3 7 : 23

A A B B C C

Phases D D E E F F

0 10 20 30 40 50 60 70 80 90 100 110 120

Time in cycle (sec)

Scotland Street / Shields Road Results Summary Scenario 5: '2020 AM +Gen' (FG5: '2020 AM + Gen', Plan 1: 'Network Control Plan 1') Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Scotland Street / ------69.0% 0 0 0 19.4 - - Shields Road

Scotland Street / ------69.0% 0 0 0 19.4 - - Shields Road

Scotland 1/1 Street (West) U D 1 51 - 455 1940 841 54.1% - - - 3.8 29.8 11.7 Ahead

Scotland 1/2 Street (West) U E 1 23 - 252 1826 365 69.0% - - - 4.2 60.2 8.9 Right

Scotland 65.7 : 2/2+2/1 Street (East) U B C 1 22:90 68 432 1955:1828 375+283 - - - 4.2 35.1 8.5 65.7% Ahead Left

Shields Road 56.8 : 4/2+4/1 U A 1 60 - 817 1744:1747 552+888 - - - 5.0 22.2 12.1 Right Left 56.8%

Shields Road 4/3 U A 1 60 - 353 1685 857 41.2% - - - 2.1 21.9 7.6 Right

C1 PRC for Signalled Lanes (%): 30.4 Total Delay for Signalled Lanes (pcuHr): 19.39 Cycle Time (s): 120 PRC Over All Lanes (%): 30.4 Total Delay Over All Lanes(pcuHr): 19.39

Scotland Street / Shields Road Results Summary Scenario 6: '2020 PM + Gen' (FG6: '2020 PM + Gen', Plan 1: 'Network Control Plan 1') Network Layout Diagram

Scotland Street / Shields Road PRC: 3.8 % Total Traffic Delay: 23.0 pcuHr

46.2% 1104 1 0.0% Inf 1 86.7% 618 2 0.0% Inf 2 Arm 1 - Scotland Street (West) C Arm 3 - Scotland Street A Arm 5 - Scotland Street Arm 2 - Scotland Street (East)

1 Inf 0.0% 2 376 65.7% 1 1014 60.6%

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Scenario 6: '2020 PM + Gen' (FG6: '2020 PM + Gen', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram 1 Min: 7 2 Min: 6 3 Min: 7

D D B E C

A 2 48s 7 23s 7 43s

Scenario 6: '2020 PM + Gen' (FG6: '2020 PM + Gen', Plan 1: 'Network Control Plan 1') Signal Timings Diagram

0 10 20 30 40 50 60 70 80 90 100 110 120 130

0 50 80 1 2 : 48 2 7 : 23 3 7 : 43

A A B B C C

Phases D D E E F F

0 10 20 30 40 50 60 70 80 90 100 110 120 130

Time in cycle (sec)

Scotland Street / Shields Road Results Summary Scenario 6: '2020 PM + Gen' (FG6: '2020 PM + Gen', Plan 1: 'Network Control Plan 1') Network Results Turners Av. Mean Total Arrow Demand Deg Turners Turners In Total Lane Lane Full Arrow Num Sat Flow Capacity When Delay Max Item Green Green Flow Sat In Gaps Intergreen Delay Description Type Phase Phase Greens (pcu/Hr) (pcu) Unopposed Per PCU Queue (s) (s) (pcu) (%) (pcu) (pcu) (pcuHr) (pcu) (s/pcu) (pcu)

Network: Scotland Street / ------86.7% 0 0 0 23.0 - - Shields Road

Scotland Street / ------86.7% 0 0 0 23.0 - - Shields Road

Scotland 1/1 Street (West) U D 1 73 - 510 1940 1104 46.2% - - - 2.7 19.4 11.1 Ahead

Scotland 1/2 Street (West) U E 1 43 - 536 1826 618 86.7% - - - 9.0 60.7 21.1 Right

Scotland 65.7 : 2/2+2/1 Street (East) U B C 1 24:80 56 862 1955:1828 376+1014 - - - 6.5 27.2 13.3 60.6% Ahead Left

Shields Road 41.3 : 4/2+4/1 U A 1 48 - 416 1744:1747 349+658 - - - 3.7 32.1 7.5 Right Left 41.3%

Shields Road 4/3 U A 1 48 - 115 1685 635 18.1% - - - 1.0 30.5 2.9 Right

C1 PRC for Signalled Lanes (%): 3.8 Total Delay for Signalled Lanes (pcuHr): 22.99 Cycle Time (s): 130 PRC Over All Lanes (%): 3.8 Total Delay Over All Lanes(pcuHr): 22.99

Generated on 11/10/2017 09:47:21 using Junctions 9 (9.0.1.4646)

Junctions 9 PICADY 9 - Priority Intersection Module Version: 9.0.1.4646 [] © Copyright TRL Limited, 2017 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: 17012 - Scotland St-Residential Access.j9 Path: T:\17000s\17012 - Howden Site - Scotland Street, Glasgow\Traffic\Picady Report generation date: 11/10/2017 09:47:15

»2020 + Gen, AM »2020 + Gen, PM

Summary of junction performance

AM PM Queue (PCU) Delay (min) RFC LOS Queue (PCU) Delay (min) RFC LOS 2020 + Gen

Stream B-AC 0.3 0.23 0.24 B 0.1 0.23 0.11 B Stream C-AB 0.0 0.06 0.02 A 0.1 0.07 0.03 A

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle.

File summary

File Description

Title (untitled) Location Site number Date 06/07/2017 Version Status (new file) Identifier Client Jobnumber Enumerator DBA\colin.maccabe Description

Units Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units m kph PCU PCU perHour min -Min perMin

1 Generated on 11/10/2017 09:47:21 using Junctions 9 (9.0.1.4646)

The junction diagram reflects the last run of Junctions.

Analysis Options Calculate Queue Percentiles Calculate residual capacity RFC Threshold Average Delay threshold (min) Queue threshold (PCU) 0.85 0.60 20.00

Demand Set Summary ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2020 + Gen AM ONE HOUR 07:45 09:15 15 D2 2020 + Gen PM ONE HOUR 16:45 18:15 15

Analysis Set Details ID Network flow scaling factor (%) A1 100.000

2 Generated on 11/10/2017 09:47:21 using Junctions 9 (9.0.1.4646)

2020 + Gen, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (min) Junction LOS 1 Resi Access T-Junction Two-way 0.01 A

Junction Network Options Driving side Lighting Left Normal/unknown

Arms

Arms Arm Name Description Arm type A untitled Major B untitled Minor C untitled Major

Major Arm Geometry Arm Width of carriageway (m) Has kerbed central reserve Has right turn bay Visibility for right turn (m) Blocks? Blocking queue (PCU) C 15.00 100.0 ü 0.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B One lane 3.50 42 25

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 529 0.059 0.148 0.093 0.211 1 B-C 672 0.063 0.158 - - 1 C-B 632 0.149 0.149 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2020 + Gen AM ONE HOUR 07:45 09:15 15

3 Generated on 11/10/2017 09:47:21 using Junctions 9 (9.0.1.4646)

Default vehicle mix Vehicle mix source PCU Factor for a HV (PCU) ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) A ü 439 100.000 B ü 81 100.000 C ü 1120 100.000

Origin-Destination Data Demand (PCU/hr) To A B C A 0 22 417 From B 67 0 14 C 1117 3 0

Vehicle Mix Heavy Vehicle Percentages To A B C A 10 10 10 From B 10 10 10 C 10 10 10

Results

Results Summary for whole modelled period Stream Max RFC Max delay (min) Max Queue (PCU) Max LOS B-AC 0.24 0.23 0.3 B C-AB 0.02 0.06 0.0 A C-A A-B A-C

Main Results for each time segment

07:45 - 08:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 61 428 0.142 60 0.2 0.179 B C-AB 8 1151 0.007 8 0.0 0.058 A C-A 835 835 A-B 17 17 A-C 314 314

4 Generated on 11/10/2017 09:47:21 using Junctions 9 (9.0.1.4646)

08:00 - 08:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 73 404 0.180 73 0.2 0.199 B C-AB 13 1258 0.011 13 0.0 0.053 A C-A 993 993 A-B 20 20 A-C 375 375

08:15 - 08:30 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 89 371 0.240 89 0.3 0.233 B C-AB 26 1407 0.019 26 0.0 0.048 A C-A 1207 1207 A-B 24 24 A-C 459 459

08:30 - 08:45 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 89 371 0.240 89 0.3 0.234 B C-AB 26 1407 0.019 26 0.0 0.048 A C-A 1207 1207 A-B 24 24 A-C 459 459

08:45 - 09:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 73 404 0.180 73 0.2 0.199 B C-AB 13 1258 0.011 13 0.0 0.053 A C-A 993 993 A-B 20 20 A-C 375 375

09:00 - 09:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 61 428 0.142 61 0.2 0.180 B C-AB 8 1151 0.007 8 0.0 0.058 A C-A 835 835 A-B 17 17 A-C 314 314

5 Generated on 11/10/2017 09:47:21 using Junctions 9 (9.0.1.4646)

2020 + Gen, PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (min) Junction LOS 1 Resi Access T-Junction Two-way 0.01 A

Junction Network Options Driving side Lighting Left Normal/unknown

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D2 2020 + Gen PM ONE HOUR 16:45 18:15 15

Default vehicle mix Vehicle mix source PCU Factor for a HV (PCU) ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) A ü 911 100.000 B ü 31 100.000 C ü 768 100.000

Origin-Destination Data Demand (PCU/hr) To A B C A 0 54 857 From B 27 0 4 C 760 8 0

Vehicle Mix Heavy Vehicle Percentages To A B C A 10 10 10 From B 10 10 10 C 10 10 10

6 Generated on 11/10/2017 09:47:21 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Stream Max RFC Max delay (min) Max Queue (PCU) Max LOS B-AC 0.11 0.23 0.1 B C-AB 0.03 0.07 0.1 A C-A A-B A-C

Main Results for each time segment

16:45 - 17:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 23 393 0.059 23 0.1 0.178 B C-AB 16 933 0.017 15 0.0 0.072 A C-A 563 563 A-B 41 41 A-C 645 645

17:00 - 17:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 28 364 0.077 28 0.1 0.196 B C-AB 23 1000 0.023 23 0.0 0.068 A C-A 668 668 A-B 49 49 A-C 770 770

17:15 - 17:30 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 34 323 0.106 34 0.1 0.229 B C-AB 37 1095 0.034 37 0.1 0.062 A C-A 808 808 A-B 59 59 A-C 944 944

17:30 - 17:45 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 34 323 0.106 34 0.1 0.229 B C-AB 38 1095 0.034 38 0.1 0.062 A C-A 808 808 A-B 59 59 A-C 944 944

7 Generated on 11/10/2017 09:47:21 using Junctions 9 (9.0.1.4646)

17:45 - 18:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 28 364 0.077 28 0.1 0.197 B C-AB 23 1000 0.023 23 0.0 0.068 A C-A 668 668 A-B 49 49 A-C 770 770

18:00 - 18:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 23 393 0.059 23 0.1 0.179 B C-AB 16 934 0.017 16 0.0 0.072 A C-A 563 563 A-B 41 41 A-C 645 645

8 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

Junctions 9 PICADY 9 - Priority Intersection Module Version: 9.0.1.4646 [] © Copyright TRL Limited, 2017 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: 17012 - Scotland St-Business Access.j9 Path: T:\17000s\17012 - Howden Site - Scotland Street, Glasgow\Traffic\Picady Report generation date: 11/10/2017 10:03:16

»2020 + Gen, AM »2020 + Gen, PM

Summary of junction performance

AM PM Queue (PCU) Delay (min) RFC LOS Queue (PCU) Delay (min) RFC LOS 2020 + Gen

Stream B-ACD 0.2 0.28 0.12 C 2.1 0.87 0.67 F Stream A-BCD 0.3 0.25 0.19 B 0.0 0.15 0.00 A Stream D-ABC 0.0 0.00 0.00 A 0.0 0.00 0.00 A Stream C-ABD 3.3 0.10 0.51 A 0.1 0.07 0.06 A

Values shown are the highest values encountered over all time segments. Delay is the maximum value of average delay per arriving vehicle.

File summary

File Description

Title (untitled) Location Site number Date 06/07/2017 Version Status (new file) Identifier Client Jobnumber Enumerator DBA\colin.maccabe Description

Units Distance units Speed units Traffic units input Traffic units results Flow units Average delay units Total delay units Rate of delay units m kph PCU PCU perHour min -Min perMin

1 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

The junction diagram reflects the last run of Junctions.

Analysis Options Calculate Queue Percentiles Calculate residual capacity RFC Threshold Average Delay threshold (min) Queue threshold (PCU) 0.85 0.60 20.00

Demand Set Summary ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2020 + Gen AM ONE HOUR 07:45 09:15 15 D2 2020 + Gen PM ONE HOUR 16:45 18:15 15

Analysis Set Details ID Network flow scaling factor (%) A1 100.000

2 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

2020 + Gen, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (min) Junction LOS 1 Business Access Crossroads Two-way 0.04 A

Junction Network Options Driving side Lighting Left Normal/unknown

Arms

Arms Arm Name Description Arm type A Scotland Street (East) Major B Business Access Minor C Scotland Street (West) Major D Shields Road (Entry) Minor

Major Arm Geometry Width of carriageway Has kerbed central Has right turn Width for right turn Visibility for right turn Blocking queue Arm Blocks? (m) reserve bay (m) (m) (PCU) A 7.30 ü 2.20 100.0 ü 3.00 C 7.30 100.0 ü 0.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B One lane 3.00 40 25 D One lane 3.00 40 40

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Slope Intercept Junction Stream for for for for for for for for for for for for (PCU/hr) A-B A-C A-D B-A B-C B-D C-A C-B C-D D-A D-B D-C 1 A-D 632 ------0.231 0.330 0.231 - - - 1 B-A 503 0.086 0.218 0.218 - - - 0.137 0.312 - 0.218 0.218 0.109 1 B-C 640 0.093 0.234 ------1 B-D, nearside lane 503 0.086 0.218 0.218 - - - 0.137 0.312 0.137 - - - 1 B-D, offside lane 503 0.086 0.218 0.218 - - - 0.137 0.312 0.137 - - - 1 C-B 632 0.231 0.231 0.330 ------1 D-A 649 ------0.237 - 0.094 - - - 1 D-B, nearside lane 510 0.139 0.139 0.317 - - - 0.222 0.222 0.088 - - - 1 D-B, offside lane 510 0.139 0.139 0.317 - - - 0.222 0.222 0.088 - - - 1 D-C 510 - 0.139 0.317 0.111 0.222 0.222 0.222 0.222 0.088 - - - The slopes and intercepts shown above do NOT include any corrections or adjustments.

3 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2020 + Gen AM ONE HOUR 07:45 09:15 15

Default vehicle mix Vehicle mix source PCU Factor for a HV (PCU) ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) A ü 584 100.000 B ü 30 100.000 C ü 1185 100.000 D ü 0 100.000

Origin-Destination Data Demand (PCU/hr) To A B C D A 0 102 427 55 From B 18 0 12 0 C 966 68 0 151 D 0 0 0 0

Vehicle Mix Heavy Vehicle Percentages To A B C D A 10 10 10 10 From B 10 10 10 10 C 10 10 10 10 D 10 10 10 10

Results

Results Summary for whole modelled period Stream Max RFC Max delay (min) Max Queue (PCU) Max LOS B-ACD 0.12 0.28 0.2 C A-BCD 0.19 0.25 0.3 B A-B A-C D-ABC 0.00 0.00 0.0 A C-ABD 0.51 0.10 3.3 A C-D C-A

4 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

Main Results for each time segment

07:45 - 08:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 23 369 0.061 22 0.1 0.190 B A-BCD 41 421 0.098 41 0.1 0.173 B A-B 77 77 A-C 321 321 D-ABC 0 294 0.000 0 0.0 0.000 A C-ABD 205 1121 0.183 202 0.6 0.072 A C-D 93 93 C-A 594 594

08:00 - 08:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 27 330 0.082 27 0.1 0.218 B A-BCD 50 381 0.130 50 0.2 0.199 B A-B 92 92 A-C 384 384 D-ABC 0 243 0.000 0 0.0 0.000 A C-ABD 339 1229 0.276 337 1.2 0.074 A C-D 98 98 C-A 628 628

08:15 - 08:30 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 33 272 0.121 33 0.1 0.275 C A-BCD 62 328 0.188 61 0.3 0.247 B A-B 112 112 A-C 469 469 D-ABC 0 172 0.000 0 0.0 0.000 A C-ABD 695 1384 0.502 687 3.1 0.096 A C-D 82 82 C-A 527 527

08:30 - 08:45 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 33 271 0.122 33 0.2 0.277 C A-BCD 62 326 0.189 62 0.3 0.249 B A-B 112 112 A-C 469 469 D-ABC 0 170 0.000 0 0.0 0.000 A C-ABD 708 1389 0.509 707 3.3 0.099 A C-D 81 81 C-A 516 516

5 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

08:45 - 09:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 27 328 0.082 27 0.1 0.219 B A-BCD 50 378 0.131 50 0.2 0.201 B A-B 92 92 A-C 384 384 D-ABC 0 241 0.000 0 0.0 0.000 A C-ABD 346 1236 0.280 354 1.3 0.076 A C-D 97 97 C-A 622 622

09:00 - 09:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 23 368 0.061 23 0.1 0.191 B A-BCD 41 420 0.099 42 0.1 0.174 B A-B 77 77 A-C 321 321 D-ABC 0 292 0.000 0 0.0 0.000 A C-ABD 208 1124 0.185 210 0.7 0.073 A C-D 92 92 C-A 592 592

6 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

2020 + Gen, PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (min) Junction LOS 1 Business Access Crossroads Two-way 0.07 A

Junction Network Options Driving side Lighting Left Normal/unknown

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D2 2020 + Gen PM ONE HOUR 16:45 18:15 15

Default vehicle mix Vehicle mix source PCU Factor for a HV (PCU) ü HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Average Demand (PCU/hr) Scaling Factor (%) A ü 874 100.000 B ü 139 100.000 C ü 787 100.000 D ü 0 100.000

Origin-Destination Data Demand (PCU/hr) To A B C D A 0 18 855 1 From B 84 0 55 0 C 770 12 0 5 D 0 0 0 0

Vehicle Mix Heavy Vehicle Percentages To A B C D A 10 10 10 10 From B 10 10 10 10 C 10 10 10 10 D 10 10 10 10

7 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Stream Max RFC Max delay (min) Max Queue (PCU) Max LOS B-ACD 0.67 0.87 2.1 F A-BCD 0.00 0.15 0.0 A A-B A-C D-ABC 0.00 0.00 0.0 A C-ABD 0.06 0.07 0.1 A C-D C-A

Main Results for each time segment

16:45 - 17:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 105 335 0.312 103 0.5 0.281 C A-BCD 0.75 494 0.002 0.75 0.0 0.134 A A-B 14 14 A-C 644 644 D-ABC 0 318 0.000 0 0.0 0.000 A C-ABD 25 908 0.028 25 0.0 0.075 A C-D 4 4 C-A 564 564

17:00 - 17:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 125 291 0.429 124 0.8 0.392 C A-BCD 0.90 467 0.002 0.90 0.0 0.141 A A-B 16 16 A-C 769 769 D-ABC 0 273 0.000 0 0.0 0.000 A C-ABD 38 973 0.039 38 0.1 0.071 A C-D 4 4 C-A 665 665

17:15 - 17:30 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 153 227 0.675 148 2.0 0.797 E A-BCD 1 430 0.003 1 0.0 0.154 A A-B 20 20 A-C 941 941 D-ABC 0 208 0.000 0 0.0 0.000 A C-ABD 66 1069 0.062 66 0.1 0.066 A C-D 5 5 C-A 796 796

8 Generated on 11/10/2017 10:03:27 using Junctions 9 (9.0.1.4646)

17:30 - 17:45 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 153 227 0.675 153 2.1 0.873 F A-BCD 1 430 0.003 1 0.0 0.154 A A-B 20 20 A-C 941 941 D-ABC 0 208 0.000 0 0.0 0.000 A C-ABD 66 1069 0.062 66 0.1 0.066 A C-D 5 5 C-A 795 795

17:45 - 18:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 125 291 0.429 130 0.9 0.421 D A-BCD 0.90 467 0.002 0.90 0.0 0.142 A A-B 16 16 A-C 769 769 D-ABC 0 272 0.000 0 0.0 0.000 A C-ABD 38 973 0.039 38 0.1 0.071 A C-D 4 4 C-A 665 665

18:00 - 18:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (min) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-ACD 105 335 0.312 106 0.5 0.290 C A-BCD 0.75 494 0.002 0.75 0.0 0.134 A A-B 14 14 A-C 644 644 D-ABC 0 318 0.000 0 0.0 0.000 A C-ABD 25 908 0.028 26 0.0 0.075 A C-D 4 4 C-A 563 563

9 Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Project and User Details Project: 17012 Scotland Street

Title: Carnoustie Street

Location: Glasgow

File name: Carnoustie Street (Gen Scenario timings adjusted).lsg3x

Author: SB(cm)

Company: Dougall Baillie Associates

Address: 3 Glenfield Road, East Kilbride, G75 0RA Stage timings for the 2017 and 2020 AM and PM assessment scenarios are representative of the timings that were surveyed and observed at these junctions.

The AM development scenario retains the 240 second cycle time at the Scotland St junction, with two 120 second cycles contained to allow the southern arm of Carnoustie Street to only be called once every two cycles. The Carnoustie Street/M74 westbound off-ramp junctions cycle time has been revised to 120 second cycle while the Carnoustie Street/Dalintober St junction has been revised to a 60 second cycle. Making these revisions will allow the junctions to operate with more synchronisation and reduce the potential for queueing and delays. Notes: The signal timings at all junctions have been optimised, with the Scotland St junction timings then being revised and fixed to ensure that each cycle runs for 120 seconds only. Optimisation was then again carried out to correctly sync all 3 junctions.

The PM development scenario retains the 90 second cycle time at the Scotland St junction, with the southern arm of Carnoustie Street being called every cycle. Both the Carnoustie Street/M74 westbound off-ramp junction and the Carnoustie Street/Dalintober St junction cycle times have been revised to 60 seconds. Similar to the AM development scenario, making these revisions will allow the junctions to operate with more synchronisation and reduce the potential for queueing and delays.

Linsig Version: 3, 2, 30, 0 Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 1: '2017 AM (surveyed timings)' (FG1: '2017 AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

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Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 1: '2017 AM (surveyed timings)' (FG1: '2017 AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram C1 Stage Stream: 1 1 Min: 7 2 Min: 7 3 Min: 7 1 Min: 7 A A

D B

C 7 53s 7 7s 6 40s 7 53s 3 Min: 7

D B

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C2 1 Min: 7 2 Min: 7 A

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C3 1 Min: 7 2 Min: 7

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B 7 13s 7 43s

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 1: '2017 AM (surveyed timings)' (FG1: '2017 AM', Plan 1: 'Network Control Plan 1') Signal Timings Diagram C1

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240

0 60 74 120 180 1 7 : 53 2 7 : 7 3 6 : 40 1 7 : 53 3 7 : 53

A A B B

Phases C C D D

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240

Time in cycle (sec)

C2

0 10 20 30 40 50 60 70 80 90 100 110 120 130

0 120 1 6 : 114 2 6 : 11 A A B B Phases C C

0 10 20 30 40 50 60 70 80 90 100 110 120 130

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C3

0 10 20 30 40 50 60 70

0 20 1 7 : 13 2 7 : 43 A A

Phases B B

0 10 20 30 40 50 60 70

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Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 1: '2017 AM (surveyed timings)' (FG1: '2017 AM', Plan 1: 'Network Control Plan 1') Network Results

Total Lane Full Arrow Num Arrow Demand Sat Flow Capacity Deg Sat Turners In Turners When Turners In Total Delay Av. Delay Per Mean Max Item Lane Description Green Type Phase Phase Greens Green (s) Flow (pcu) (pcu/Hr) (pcu) (%) Gaps (pcu) Unopposed (pcu) Intergreen (pcu) (pcuHr) PCU (s/pcu) Queue (pcu) (s)

Network: Carnoustie ------74.3% 39 0 0 33.7 - - Street

J1: Scotland Street / ------73.0% 39 0 0 22.8 - - Carnoustie Street

Carnoustie Street 1/1 U C1:A 2 106 - 591 1800 810 73.0% - - - 5.8 35.1 17.4 Left

Carnoustie Street 1/2 U C1:A 2 106 - 534 1804 812 65.8% - - - 4.8 32.2 14.7 Left Ahead

Carnoustie Street 1/3 U C1:A 2 106 - 321 1768 796 40.3% - - - 2.3 26.0 7.5 Right

Scotland Street Left 2/1 U C1:D 2 93 - 415 1974 781 53.1% - - - 3.8 32.9 12.1 Ahead

Scotland Street 2/2 O C1:D 2 93 - 453 2102 832 54.4% 33 0 0 4.1 32.9 13.2 Ahead Right

Scotland Street 4/1 O C1:B 2 93 - 134 1943 769 17.4% 6 0 0 1.0 27.1 3.2 Right Ahead Left

Carnoustie Place 6/1 U C1:C 1 7 - 23 1795 60 38.4% - - - 1.0 161.7 1.8 Ahead Right Left

J2: M74 Off Ramp / ------74.3% 0 0 0 6.7 - - Carnoustie Street

1/1 M74 Off Ramp Left U C2:B 1 114 - 563 1800 1511 37.3% - - - 0.7 4.5 5.3

M74 Off Ramp Left 74.3 : 1/2+1/3 U C2:B 1 114 - 1147 1800:1691 1027+517 - - - 2.5 7.9 14.6 Right 74.3%

Carnoustie Street 2/1 U C2:C 1 11 - 20 1980 173 11.5% - - - 0.4 69.4 0.8 Ahead

Carnoustie Street 3/1 U C2:A 1 11 - 120 1980 173 69.2% - - - 3.1 93.1 5.5 Ahead

J3: Dalintober / M8 ------52.0% 0 0 0 4.2 - - On Ramp

Dalintober Street 52.0 : 1/1+1/2 U C3:A 1 13 - 398 1865:1980 373+396 - - - 3.3 29.8 4.0 Left Right Ahead 51.5%

Carnoustie Street 2/1 U C3:B 1 43 - 17 1722 1082 1.6% - - - 0.0 6.7 0.1 Left

Carnoustie Street 2/2 U C3:B 1 43 - 387 1980 1245 31.1% - - - 0.9 8.1 3.7 Ahead

C1 Stream: 1 PRC for Signalled Lanes (%): 23.4 Total Delay for Signalled Lanes (pcuHr): 22.84 Cycle Time (s): 240 C2 PRC for Signalled Lanes (%): 21.1 Total Delay for Signalled Lanes (pcuHr): 6.69 Cycle Time (s): 137 C3 PRC for Signalled Lanes (%): 73.0 Total Delay for Signalled Lanes (pcuHr): 4.20 Cycle Time (s): 70 PRC Over All Lanes (%): 21.1 Total Delay Over All Lanes(pcuHr): 33.73

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 2: '2017 PM (surveyed timings)' (FG2: '2017 PM', Plan 2: 'Network Control Plan 2') Network Layout Diagram

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Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 2: '2017 PM (surveyed timings)' (FG2: '2017 PM', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram C1 Stage Stream: 1 1 Min: 7 2 Min: 7 3 Min: 7 A

D B

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C2 1 Min: 7 2 Min: 7 A

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C3 1 Min: 7 2 Min: 7

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Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 2: '2017 PM (surveyed timings)' (FG2: '2017 PM', Plan 2: 'Network Control Plan 2') Signal Timings Diagram C1

0 10 20 30 40 50 60 70 80 90

0 35 55 1 7 : 28 2 7 : 13 3 6 : 29

A A B B

Phases C C D D

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Time in cycle (sec)

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0 20 1 6 : 14 2 6 : 14 A A B B Phases C C

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0 20 1 7 : 13 2 7 : 13 A A

Phases B B

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Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 2: '2017 PM (surveyed timings)' (FG2: '2017 PM', Plan 2: 'Network Control Plan 2') Network Results

Total Lane Full Arrow Num Arrow Demand Sat Flow Capacity Deg Sat Turners In Turners When Turners In Total Delay Av. Delay Per Mean Max Item Lane Description Green Type Phase Phase Greens Green (s) Flow (pcu) (pcu/Hr) (pcu) (%) Gaps (pcu) Unopposed (pcu) Intergreen (pcu) (pcuHr) PCU (s/pcu) Queue (pcu) (s)

Network: Carnoustie ------95.0% 45 0 0 41.3 - - Street

J1: Scotland Street / ------86.2% 45 0 0 23.6 - - Carnoustie Street

Carnoustie Street 1/1 U C1:A 1 28 - 500 1800 580 86.2% - - - 6.9 49.6 14.6 Left

Carnoustie Street 1/2 U C1:A 1 28 - 273 1802 581 47.0% - - - 2.3 30.2 5.8 Left Ahead

Carnoustie Street 1/3 U C1:A 1 28 - 399 1768 570 70.0% - - - 4.1 37.1 9.8 Right

Scotland Street Left 2/1 U C1:D 1 29 - 375 1937 646 58.1% - - - 3.3 31.4 8.4 Ahead

Scotland Street 2/2 O C1:D 1 29 - 426 2118 706 60.3% 3 0 0 3.7 31.5 9.6 Ahead Right

Scotland Street 4/1 O C1:B 1 29 - 318 1947 642 49.5% 42 0 0 2.7 30.8 6.8 Right Ahead Left

Carnoustie Place 6/1 U C1:C 1 13 - 48 1795 279 17.2% - - - 0.5 40.8 1.1 Ahead Right Left

J2: M74 Off Ramp / ------95.0% 0 0 0 13.5 - - Carnoustie Street

1/1 M74 Off Ramp Left U C2:B 1 14 - 500 1800 675 74.1% - - - 2.9 20.9 6.1

M74 Off Ramp Left 95.0 : 1/2+1/3 U C2:B 1 14 - 891 1800:1691 567+371 - - - 9.9 40.1 13.6 Right 95.0%

Carnoustie Street 2/1 U C2:C 1 14 - 107 1980 743 14.4% - - - 0.3 11.1 0.9 Ahead

Carnoustie Street 3/1 U C2:A 1 14 - 133 1980 743 17.9% - - - 0.3 8.5 1.4 Ahead

J3: Dalintober / M8 ------54.7% 0 0 0 4.3 - - On Ramp

Dalintober Street 54.7 : 1/1+1/2 U C3:A 1 13 - 745 1911:1980 669+693 - - - 2.8 13.4 4.0 Left Right Ahead 54.7%

Carnoustie Street 2/1 U C3:B 1 13 - 197 1722 603 32.7% - - - 0.6 11.7 2.0 Left

Carnoustie Street 2/2 U C3:B 1 13 - 262 1980 693 37.8% - - - 0.8 11.7 2.6 Ahead

C1 Stream: 1 PRC for Signalled Lanes (%): 4.4 Total Delay for Signalled Lanes (pcuHr): 23.55 Cycle Time (s): 90 C2 PRC for Signalled Lanes (%): -5.5 Total Delay for Signalled Lanes (pcuHr): 13.49 Cycle Time (s): 40 C3 PRC for Signalled Lanes (%): 64.5 Total Delay for Signalled Lanes (pcuHr): 4.26 Cycle Time (s): 40 PRC Over All Lanes (%): -5.5 Total Delay Over All Lanes(pcuHr): 41.30

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 3: '2020 AM (surveyed timings)' (FG3: '2020 AM', Plan 1: 'Network Control Plan 1') Network Layout Diagram

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3 Total Traffic Delay: 3.9 pcuHr

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% % J2: M74 Off Ramp / Carnoustie Street PRC: 17.7 % Total Traffic Delay: 7.1 pcuHr Controller: 2

1 Arm J2:1 - M74 Off Ramp

3 522 76.4% 2 1022 76.4% 1 1511 39.0% D

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54.9% 781 1 56.2% 832 2 0.0% Inf 1 0.0% Inf 2

Arm J1:2 - Scotland Street Arm J1:3 - Scotland Street C A Arm J1:5 - Scotland Street Arm J1:4 - Scotland Street

1 Inf 0.0% 1 770 17.9%

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Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 3: '2020 AM (surveyed timings)' (FG3: '2020 AM', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram C1 Stage Stream: 1 1 Min: 7 2 Min: 7 3 Min: 7 1 Min: 7 A A

D B

C 7 53s 7 7s 6 40s 7 53s 3 Min: 7

D B

7 53s

C2 1 Min: 7 2 Min: 7 A

B

C 6 114s 6 11s

C3 1 Min: 7 2 Min: 7

A

B 7 22s 7 34s

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 3: '2020 AM (surveyed timings)' (FG3: '2020 AM', Plan 1: 'Network Control Plan 1') Signal Timings Diagram C1

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240

0 60 74 120 180 1 7 : 53 2 7 : 7 3 6 : 40 1 7 : 53 3 7 : 53

A A B B

Phases C C D D

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240

Time in cycle (sec)

C2

0 10 20 30 40 50 60 70 80 90 100 110 120 130

0 120 1 6 : 114 2 6 : 11 A A B B Phases C C

0 10 20 30 40 50 60 70 80 90 100 110 120 130

Time in cycle (sec)

C3

0 10 20 30 40 50 60 70

0 29 1 7 : 22 2 7 : 34 A A

Phases B B

0 10 20 30 40 50 60 70

Time in cycle (sec)

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 3: '2020 AM (surveyed timings)' (FG3: '2020 AM', Plan 1: 'Network Control Plan 1') Network Results

Total Lane Full Arrow Num Arrow Demand Sat Flow Capacity Deg Sat Turners In Turners When Turners In Total Delay Av. Delay Per Mean Max Item Lane Description Green Type Phase Phase Greens Green (s) Flow (pcu) (pcu/Hr) (pcu) (%) Gaps (pcu) Unopposed (pcu) Intergreen (pcu) (pcuHr) PCU (s/pcu) Queue (pcu) (s)

Network: Carnoustie ------76.4% 40 0 0 35.7 - - Street

J1: Scotland Street / ------75.9% 40 0 0 24.7 - - Carnoustie Street

Carnoustie Street 1/1 U C1:A 2 106 - 615 1800 810 75.9% - - - 6.3 36.7 18.6 Left

Carnoustie Street 1/2 U C1:A 2 106 - 548 1804 812 67.5% - - - 5.0 32.8 15.3 Left Ahead

Carnoustie Street 1/3 U C1:A 2 106 - 330 1768 796 41.5% - - - 2.4 26.2 7.8 Right

Scotland Street Left 2/1 U C1:D 2 93 - 429 1974 781 54.9% - - - 4.0 33.3 12.5 Ahead

Scotland Street 2/2 O C1:D 2 93 - 468 2102 832 56.2% 34 0 0 4.3 33.4 13.8 Ahead Right

Scotland Street 4/1 O C1:B 2 93 - 138 1944 770 17.9% 6 0 0 1.0 27.2 3.4 Right Ahead Left

Carnoustie Place 6/1 U C1:C 1 7 - 34 1786 60 57.1% - - - 1.7 181.5 2.9 Ahead Right Left

J2: M74 Off Ramp / ------76.4% 0 0 0 7.1 - - Carnoustie Street

1/1 M74 Off Ramp Left U C2:B 1 114 - 589 1800 1511 39.0% - - - 0.7 4.6 5.6

M74 Off Ramp Left 76.4 : 1/2+1/3 U C2:B 1 114 - 1180 1800:1691 1022+522 - - - 2.8 8.4 16.1 Right 76.4%

Carnoustie Street 2/1 U C2:C 1 11 - 20 1980 173 11.5% - - - 0.4 69.4 0.8 Ahead

Carnoustie Street 3/1 U C2:A 1 11 - 123 1980 173 70.9% - - - 3.2 94.9 5.7 Ahead

J3: Dalintober / M8 ------40.5% 0 0 0 3.9 - - On Ramp

Dalintober Street 32.6 : 1/1+1/2 U C3:A 1 22 - 411 1865:1980 613+651 - - - 2.3 19.8 3.3 Left Right Ahead 32.4%

Carnoustie Street 2/1 U C3:B 1 34 - 18 1722 861 2.1% - - - 0.1 11.1 0.2 Left

Carnoustie Street 2/2 U C3:B 1 34 - 401 1980 990 40.5% - - - 1.6 14.0 5.1 Ahead

C1 Stream: 1 PRC for Signalled Lanes (%): 18.5 Total Delay for Signalled Lanes (pcuHr): 24.73 Cycle Time (s): 240 C2 PRC for Signalled Lanes (%): 17.7 Total Delay for Signalled Lanes (pcuHr): 7.13 Cycle Time (s): 137 C3 PRC for Signalled Lanes (%): 122.2 Total Delay for Signalled Lanes (pcuHr): 3.88 Cycle Time (s): 70 PRC Over All Lanes (%): 17.7 Total Delay Over All Lanes(pcuHr): 35.73

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 4: '2020 PM (surveyed timings)' (FG4: '2020 PM', Plan 2: 'Network Control Plan 2') Network Layout Diagram

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C PRC: 59.1 %

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3 Total Traffic Delay: 4.4 pcuHr

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3 Controller: 3

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Arm J3:4 - M8 On Ramp Arm J3:1 - Dalintober Street G F 2 Inf 0.0% 2 693 56.6% 1 Inf 0.0% 1 669 56.5%

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8 1 % % J2: M74 Off Ramp / Carnoustie Street PRC: -7.9 % Total Traffic Delay: 16.5 pcuHr Controller: 2

1 Arm J2:1 - M74 Off Ramp

3 375 97.1% 2 567 97.1% 1 675 77.8% D

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60.2% 646 1 62.3% 706 2 0.0% Inf 1 0.0% Inf 2

Arm J1:2 - Scotland Street Arm J1:3 - Scotland Street C A Arm J1:5 - Scotland Street Arm J1:4 - Scotland Street

1 Inf 0.0% 1 637 51.6%

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Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 4: '2020 PM (surveyed timings)' (FG4: '2020 PM', Plan 2: 'Network Control Plan 2') Stage Sequence Diagram C1 Stage Stream: 1 1 Min: 7 2 Min: 7 3 Min: 7 A

D B

C 7 28s 7 13s 6 29s

C2 1 Min: 7 2 Min: 7 A

B

C 6 14s 6 14s

C3 1 Min: 7 2 Min: 7

A

B 7 13s 7 13s

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 4: '2020 PM (surveyed timings)' (FG4: '2020 PM', Plan 2: 'Network Control Plan 2') Signal Timings Diagram C1

0 10 20 30 40 50 60 70 80 90

0 35 55 1 7 : 28 2 7 : 13 3 6 : 29

A A B B

Phases C C D D

0 10 20 30 40 50 60 70 80 90

Time in cycle (sec)

C2

0 10 20 30 40

0 20 1 6 : 14 2 6 : 14 A A B B Phases C C

0 10 20 30 40

Time in cycle (sec)

C3

0 10 20 30 40

0 20 1 7 : 13 2 7 : 13 A A

Phases B B

0 10 20 30 40

Time in cycle (sec)

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 4: '2020 PM (surveyed timings)' (FG4: '2020 PM', Plan 2: 'Network Control Plan 2') Network Results

Total Lane Full Arrow Num Arrow Demand Sat Flow Capacity Deg Sat Turners In Turners When Turners In Total Delay Av. Delay Per Mean Max Item Lane Description Green Type Phase Phase Greens Green (s) Flow (pcu) (pcu/Hr) (pcu) (%) Gaps (pcu) Unopposed (pcu) Intergreen (pcu) (pcuHr) PCU (s/pcu) Queue (pcu) (s)

Network: Carnoustie ------97.1% 47 0 0 46.9 - - Street

J1: Scotland Street / ------90.5% 47 0 0 25.9 - - Carnoustie Street

Carnoustie Street 1/1 U C1:A 1 28 - 525 1800 580 90.5% - - - 8.4 57.6 16.7 Left

Carnoustie Street 1/2 U C1:A 1 28 - 274 1802 581 47.2% - - - 2.3 30.2 5.8 Left Ahead

Carnoustie Street 1/3 U C1:A 1 28 - 413 1768 570 72.5% - - - 4.4 38.3 10.4 Right

Scotland Street Left 2/1 U C1:D 1 29 - 389 1937 646 60.2% - - - 3.5 32.0 8.9 Ahead

Scotland Street 2/2 O C1:D 1 29 - 440 2118 706 62.3% 3 0 0 3.9 32.0 10.0 Ahead Right

Scotland Street 4/1 O C1:B 1 29 - 329 1947 637 51.6% 44 0 0 2.9 31.3 7.1 Right Ahead Left

Carnoustie Place 6/1 U C1:C 1 13 - 49 1794 279 17.6% - - - 0.6 40.8 1.2 Ahead Right Left

J2: M74 Off Ramp / ------97.1% 0 0 0 16.5 - - Carnoustie Street

1/1 M74 Off Ramp Left U C2:B 1 14 - 525 1800 675 77.8% - - - 3.3 22.8 6.8

M74 Off Ramp Left 97.1 : 1/2+1/3 U C2:B 1 14 - 914 1800:1691 567+375 - - - 12.6 49.4 16.5 Right 97.1%

Carnoustie Street 2/1 U C2:C 1 14 - 111 1980 743 14.9% - - - 0.3 11.2 0.9 Ahead

Carnoustie Street 3/1 U C2:A 1 14 - 137 1980 743 18.5% - - - 0.3 8.5 1.4 Ahead

J3: Dalintober / M8 ------56.6% 0 0 0 4.4 - - On Ramp

Dalintober Street 56.5 : 1/1+1/2 U C3:A 1 13 - 770 1911:1980 669+693 - - - 2.9 13.6 4.1 Left Right Ahead 56.6%

Carnoustie Street 2/1 U C3:B 1 13 - 204 1722 603 33.8% - - - 0.7 11.7 2.0 Left

Carnoustie Street 2/2 U C3:B 1 13 - 271 1980 693 39.1% - - - 0.9 11.7 2.7 Ahead

C1 Stream: 1 PRC for Signalled Lanes (%): -0.6 Total Delay for Signalled Lanes (pcuHr): 25.89 Cycle Time (s): 90 C2 PRC for Signalled Lanes (%): -7.9 Total Delay for Signalled Lanes (pcuHr): 16.54 Cycle Time (s): 40 C3 PRC for Signalled Lanes (%): 59.1 Total Delay for Signalled Lanes (pcuHr): 4.45 Cycle Time (s): 40 PRC Over All Lanes (%): -7.9 Total Delay Over All Lanes(pcuHr): 46.87

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 5: '2020 AM + Gen (optimised timings)'(FG5: '2020 AM+Gen', Plan 1: 'Network Control Plan 1') Network Layout Diagram

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6 % % J2: M74 Off Ramp / Carnoustie Street PRC: 14.1 % Total Traffic Delay: 9.7 pcuHr Controller: 2

1 Arm J2:1 - M74 Off Ramp

3 506 78.9% 2 923 78.9% 1 1380 47.4% D

1

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78.3% 609 1 79.3% 648 2 0.0% Inf 1 0.0% Inf 2

Arm J1:2 - Scotland Street Arm J1:3 - Scotland Street C A Arm J1:5 - Scotland Street Arm J1:4 - Scotland Street

1 Inf 0.0% 1 601 26.3%

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Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 5: '2020 AM + Gen (optimised timings)'(FG5: '2020 AM+Gen', Plan 1: 'Network Control Plan 1') Stage Sequence Diagram C1 Stage Stream: 1 1 Min: 7 2 Min: 7 3 Min: 7 1 Min: 7 A A

D B

C 7 61s 7 7s 6 32s 7 66s 3 Min: 7

D B

7 40s

C2 1 Min: 7 2 Min: 7 A

B

C 6 91s 6 17s

C3 1 Min: 7 2 Min: 7

A

B 7 22s 7 24s

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 5: '2020 AM + Gen (optimised timings)'(FG5: '2020 AM+Gen', Plan 1: 'Network Control Plan 1') Signal Timings Diagram C1

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240

0 68 82 120 193 1 7 : 61 2 7 : 7 3 6 : 32 1 7 : 66 3 7 : 40

A A B B

Phases C C D D

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240

Time in cycle (sec)

C2

0 10 20 30 40 50 60 70 80 90 100 110 120

0 97 1 6 : 91 2 6 : 17 A A B B Phases C C

0 10 20 30 40 50 60 70 80 90 100 110 120

Time in cycle (sec)

C3

0 10 20 30 40 50 60

0 29 1 7 : 22 2 7 : 24 A A

Phases B B

0 10 20 30 40 50 60

Time in cycle (sec)

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 5: '2020 AM + Gen (optimised timings)'(FG5: '2020 AM+Gen', Plan 1: 'Network Control Plan 1') Network Results

Total Lane Full Arrow Num Arrow Demand Sat Flow Capacity Deg Sat Turners In Turners When Turners In Total Delay Av. Delay Per Mean Max Item Lane Description Green Type Phase Phase Greens Green (s) Flow (pcu) (pcu/Hr) (pcu) (%) Gaps (pcu) Unopposed (pcu) Intergreen (pcu) (pcuHr) PCU (s/pcu) Queue (pcu) (s)

Network: Carnoustie ------79.3% 40 0 0 41.5 - - Street

J1: Scotland Street / ------79.3% 40 0 0 27.7 - - Carnoustie Street

Carnoustie Street 1/1 U C1:A 2 127 - 659 1800 968 68.1% - - - 4.8 26.1 17.7 Left

Carnoustie Street 1/2 U C1:A 2 127 - 503 1804 970 51.9% - - - 3.0 21.7 11.7 Left Ahead

Carnoustie Street 1/3 U C1:A 2 127 - 436 1768 950 45.9% - - - 2.5 20.6 9.6 Right

Scotland Street Left 2/1 U C1:D 2 72 - 477 1975 609 78.3% - - - 6.8 51.2 16.9 Ahead

Scotland Street 2/2 O C1:D 2 72 - 514 2103 648 79.3% 34 0 0 7.3 51.2 18.3 Ahead Right

Scotland Street 4/1 O C1:B 2 72 - 158 1949 601 26.3% 6 0 0 1.6 36.1 4.3 Right Ahead Left

Carnoustie Place 6/1 U C1:C 1 7 - 34 1786 60 57.1% - - - 1.7 181.5 2.9 Ahead Right Left

J2: M74 Off Ramp / ------78.9% 0 0 0 9.7 - - Carnoustie Street

1/1 M74 Off Ramp Left U C2:B 1 91 - 654 1800 1380 47.4% - - - 1.4 7.6 8.3

M74 Off Ramp Left 78.9 : 1/2+1/3 U C2:B 1 91 - 1127 1800:1691 923+506 - - - 3.8 12.3 18.9 Right 78.9%

Carnoustie Street 2/1 U C2:C 1 17 - 20 1980 297 6.7% - - - 0.3 50.3 0.6 Ahead

Carnoustie Street 3/1 U C2:A 1 17 - 216 1980 297 72.7% - - - 4.2 70.2 8.1 Ahead

J3: Dalintober / M8 ------48.6% 0 0 0 4.1 - - On Ramp

Dalintober Street 35.5 : 1/1+1/2 U C3:A 1 22 - 504 1821:1980 698+759 - - - 2.1 15.1 3.3 Left Right Ahead 33.7%

Carnoustie Street 2/1 U C3:B 1 24 - 18 1722 717 2.5% - - - 0.1 13.1 0.2 Left

Carnoustie Street 2/2 U C3:B 1 24 - 401 1980 825 48.6% - - - 1.9 17.0 5.3 Ahead

C1 Stream: 1 PRC for Signalled Lanes (%): 13.5 Total Delay for Signalled Lanes (pcuHr): 27.69 Cycle Time (s): 240 C2 PRC for Signalled Lanes (%): 14.1 Total Delay for Signalled Lanes (pcuHr): 9.71 Cycle Time (s): 120 C3 PRC for Signalled Lanes (%): 85.2 Total Delay for Signalled Lanes (pcuHr): 4.07 Cycle Time (s): 60 PRC Over All Lanes (%): 13.5 Total Delay Over All Lanes(pcuHr): 41.47

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 6: '2020 PM + Gen (optimised timings)'(FG6:'2020 PM + Gen', Plan 2:'Network Control Plan 2') Network Layout Diagram

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C PRC: 84.9 %

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3 Total Traffic Delay: 4.8 pcuHr

:

3 Controller: 3

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Arm J3:4 - M8 On Ramp Arm J3:1 - Dalintober Street G F 2 Inf 0.0% 2 880 48.6% 1 Inf 0.0% 1 838 48.7%

1 2

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. .

0 4 % % J2: M74 Off Ramp / Carnoustie Street PRC: 16.6 % Total Traffic Delay: 6.1 pcuHr Controller: 2

1 Arm J2:1 - M74 Off Ramp

3 472 77.2% 2 807 77.2% 1 1080 42.4% D

1

6 4 6

8 7 3

. . .

6 3 6

% % %

A

r

m

A

J

r

2

m

:

2

J

- 1

:

C

1

a

-

r

3

7 7 7

n

C

5

0 2 2

o

a 2 J1: Scotland Street / Carnoustie Street

7 0 0

u

r

s n PRC: 23.3 %

t

o

i Total Traffic Delay: 23.5 pcuHr e

u

s

S Controller: 1

t

i

t

e

r

e

S

e

t

t

r

e

e

t

3

1

.

5

%

3 2 1

71.1% 626 1 73.0% 682 2 0.0% Inf 1 0.0% Inf 2

Arm J1:2 - Scotland Street Arm J1:3 - Scotland Street C A Arm J1:5 - Scotland Street Arm J1:4 - Scotland Street

1 Inf 0.0% 1 605 55.5%

1

0

.

0

%

A

A

r

r

m

m

J

J

1

1

:

:

6

7

-

-

C

C I

n

a

a

f

1

r

r

n

n

5

o

o

9

u

u

s

s

t

t

i

i

e

e

P

P

l

l

a

a

c

c

e

e

3

0

.

7

%

1

B

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 6: '2020 PM + Gen (optimised timings)'(FG6:'2020 PM + Gen', Plan 2:'Network Control Plan 2') Stage Sequence Diagram C1 Stage Stream: 1 1 Min: 7 2 Min: 7 3 Min: 7 A

D B

C 7 35s 7 7s 6 28s

C2 1 Min: 7 2 Min: 7 A

B

C 6 26s 6 7s

C3 1 Min: 7 2 Min: 7

A

B 7 19s 7 12s

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 6: '2020 PM + Gen (optimised timings)'(FG6:'2020 PM + Gen', Plan 2:'Network Control Plan 2') Signal Timings Diagram C1

0 10 20 30 40 50 60 70 80 90

0 42 56 1 7 : 35 2 7 : 7 3 6 : 28

A A B B

Phases C C D D

0 10 20 30 40 50 60 70 80 90

Time in cycle (sec)

C2

0 10 20 30 40

11 24 2 6 : 7 1 6 : 26 A A B B Phases C C

0 10 20 30 40

Time in cycle (sec)

C3

0 10 20 30 40

0 26 1 7 : 19 2 7 : 12 A A

Phases B B

0 10 20 30 40

Time in cycle (sec)

Scotland St / Carnoustie Pl / Carnoustie St / M74 Ramps / Dalintober St Linsig Results Summary Scenario 6: '2020 PM + Gen (optimised timings)'(FG6:'2020 PM + Gen', Plan 2:'Network Control Plan 2') Network Results

Total Lane Full Arrow Num Arrow Demand Sat Flow Capacity Deg Sat Turners In Turners When Turners In Total Delay Av. Delay Per Mean Max Item Lane Description Green Type Phase Phase Greens Green (s) Flow (pcu) (pcu/Hr) (pcu) (%) Gaps (pcu) Unopposed (pcu) Intergreen (pcu) (pcuHr) PCU (s/pcu) Queue (pcu) (s)

Network: Carnoustie ------77.2% 47 0 0 34.5 - - Street

J1: Scotland Street / ------73.0% 47 0 0 23.5 - - Carnoustie Street

Carnoustie Street 1/1 U C1:A 1 35 - 458 1800 720 63.6% - - - 3.6 28.6 10.0 Left

Carnoustie Street 1/2 U C1:A 1 35 - 341 1801 720 47.3% - - - 2.3 24.7 6.7 Left Ahead

Carnoustie Street 1/3 U C1:A 1 35 - 485 1768 707 68.6% - - - 4.1 30.4 11.1 Right

Scotland Street Left 2/1 U C1:D 1 28 - 445 1942 626 71.1% - - - 4.5 36.6 11.0 Ahead

Scotland Street 2/2 O C1:D 1 28 - 498 2118 682 73.0% 3 0 0 5.1 36.7 12.3 Ahead Right

Scotland Street 4/1 O C1:B 1 28 - 336 1948 605 55.5% 44 0 0 3.1 33.6 7.4 Right Ahead Left

Carnoustie Place 6/1 U C1:C 1 7 - 49 1794 159 30.7% - - - 0.7 54.7 1.4 Ahead Right Left

J2: M74 Off Ramp / ------77.2% 0 0 0 6.1 - - Carnoustie Street

1/1 M74 Off Ramp Left U C2:B 1 26 - 458 1800 1080 42.4% - - - 1.0 7.7 3.4

M74 Off Ramp Left 77.2 : 1/2+1/3 U C2:B 1 26 - 987 1800:1691 807+472 - - - 3.1 11.3 6.8 Right 77.2%

Carnoustie Street 2/1 U C2:C 1 7 - 111 1980 352 31.5% - - - 0.7 23.6 1.4 Ahead

Carnoustie Street 3/1 U C2:A 1 7 - 203 1980 352 57.7% - - - 1.3 23.8 2.1 Ahead

J3: Dalintober / M8 ------48.7% 0 0 0 4.8 - - On Ramp

Dalintober Street 48.7 : 1/1+1/2 U C3:A 1 19 - 836 1886:1980 838+880 - - - 2.5 10.9 4.2 Left Right Ahead 48.6%

Carnoustie Street 2/1 U C3:B 1 12 - 204 1722 497 41.0% - - - 1.0 17.4 2.0 Left

Carnoustie Street 2/2 U C3:B 1 12 - 271 1980 572 47.4% - - - 1.3 17.3 2.6 Ahead

C1 Stream: 1 PRC for Signalled Lanes (%): 23.3 Total Delay for Signalled Lanes (pcuHr): 23.55 Cycle Time (s): 90 C2 PRC for Signalled Lanes (%): 16.6 Total Delay for Signalled Lanes (pcuHr): 6.14 Cycle Time (s): 45 C3 PRC for Signalled Lanes (%): 84.9 Total Delay for Signalled Lanes (pcuHr): 4.82 Cycle Time (s): 45 PRC Over All Lanes (%): 16.6 Total Delay Over All Lanes(pcuHr): 34.51