Proposed Mixed-Use Development, ‘Buchanan Wharf’, Clyde Place, Glasgow
Transport Statement – Building 6
April 2021
129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
CONTROL SHEET
CLIENT: Drum Property Group
PROJECT TITLE: Proposed Mixed Use Development, ‘Buchanan Wharf’, Clyde Place, Glasgow
REPORT TITLE: Transport Statement – Building 6, Buchanan Wharf
PROJECT REFERENCE: 129609
DOCUMENT NUMBER: 129609 / TS101 / Building 6
Issue and Approval Schedule:
Name Signature Date
Prepared by Ross McDonald Signed copy held on file 16/04/2021
Checked by Mark Peters Signed copy held on file 16/04/2021
Approved by Ross McDonald Signed copy held on file 16/04/2021 Issue & Approval Schedule Schedule Issue & Approval
Revision Record: Rev. Date Status Description Signature
By RMcD Drawings in appendices Final 1. 20/04/2021 amended Check MP Approve RMcD By 2 Check Approve Revision Record Revision Record By 3 Check Approve
This report has been prepared in accordance with procedure OP/P02 of the Fairhurst Quality and Environmental Management System.
This document has been prepared in accordance with the instructions of the client, Drum Property Group, for the client’s sole and specific use. Any other persons who use any information contained herein do so at their own risk.
129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
Contents
1 Buchanan Wharf Development Proposals ______1 1.1 Background 1 1.2 Site Location and Context 2 1.3 Planning Permission in Principle Indicative Masterplan Proposals 3 1.4 Current Masterplan Proposals 4 1.5 Development Phasing Strategy and Delivery Programme 5 1.6 On-site and Off-site Traffic Management Measures 5
2 Site Accessibility and Proposals ______7 2.1 Introduction 7 2.2 Pedestrian Accessibility 8 2.3 Cycling Accessibility 10 2.4 Public Transport Accessibility 11 2.5 Parking 12 2.6 Car Park, Emergency and Servicing Accesses 13 2.7 Passenger and Taxi Drop-off 13
3 Building 6 Development Proposals ______14 3.1 Development Proposals 14 3.2 Parking and Access Proposals 14 3.3 Servicing 15 3.4 People Trip Generation 15
4 Travel Plan Framework ______18 4.1 Overview 18 4.2 Policy Context 18 4.3 Travel Plan Aims and Objectives 19 4.4 Delivery and Implementation Strategy 20 4.5 Appointment of a Travel Plan Co-ordinator 21 4.6 Staff Travel Survey 22 4.7 Travel Targets 22 4.8 Travel Plan Measures 23 4.9 Monitoring 26 4.10 Review 27 4.11 Action Plan 28
129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
Appendices
APPENDIX A Indicative Masterplan Layout
APPENDIX B TRICS Output and People Trip Assessment
APPENDIX C Sustainable Transport Maps
APPENDIX D Swept Path Analysis Drawings for Emergency Vehicles
APPENDIX E Site Plan for Building 6
APPENDIX F Fairhurst Drawing 129609/sk1003C – Refuse Vehicle Swept Path Analysis
APPENDIX G Example Staff Travel Survey
129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
1 Buchanan Wharf Development Proposals
1.1 Background
1.1.1 This Transport Statement (TS) has been prepared on behalf of Drum Property Group (DPG), in support of an application for Approval of Matters Specified in Conditions (AMSC) in respect of Building 6 of Buchanan Wharf development at Clyde Place, Glasgow.
1.1.2 Fairhurst prepared the Transport Assessment (TA) report, with reference 112811/TA02, which supported the wider Planning Permission in Principle (PPP) for Buchanan Wharf. The PPP, with reference 16/02357/DC, was for ‘Erection of mixed- use development to include offices, residential, hotel, serviced apartments, shops/retail, offices and restaurant/public houses and crèche together with associated car parking, access, landscaping, public realm and infrastructure work.’
1.1.3 The PPP consent was granted on 16 January 2017, subject to a number of conditions. Those relevant to this report are:
• Condition 3 (2) – ‘Means of access to the site (permanent or interim). Access means inclusive access for pedestrians, mobility impaired, cycles and motor vehicles and shall include details of proposals to ensure the safety of pedestrians’.
• Condition 13 – ‘The arrival of delivery vehicles associated with any commercial uses shall be restricted under a servicing regime to be submitted to and agreed in writing by the Planning Authority and thereafter operated in the agreed manner’ .
• Condition 19 – ‘A travel plan prepared in accordance with Glasgow City Plan 2 development guide DG/TRANS 2 Travel Plan shall be submitted to and approved in writing by the Planning Authority and thereafter implemented in the agreed manner. The travel plan shall include the physical/infrastructure facilities to be provided by the developer (e.g. showering and changing facilities, public transport facilities), the mode share target/traffic cap and the monitoring/reporting/correction procedures’ .
• Condition 26 – ‘Vehicular access shall be taken via a dropped kerb footway crossing in accordance with Figure 10.16 of the Glasgow City Council Roads Development Guide’ .
• Condition 27 – ‘Vehicular access shall be limited to West Street, Tradeston Street and Centre Street, with no vehicular access taken off Kingston Street or Commerce Street’.
• Condition 34 – ‘Car parking provision shall be provided in accordance with Policy TRANS 4 of the Glasgow City Plan 2’.
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129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
• Condition 35 – ‘Safe secure and sheltered cycle parking (along with suitable shower and changing facilities for the commercial elements) shall be provided in accordance with Policy TRANS 6 of the Glasgow City Plan 2’.
1.1.4 Additional details have been made available, concerning the complete Buchanan Wharf development, in the period since PPP was granted. An AMSC application (reference: 18/1906/MSC) in relation to Condition 2 of the PPP was approved on 3rd August 2018. The approved masterplan sets out, in broad terms, the current Buchanan Wharf proposals over the whole site. It also sets out the overall vision for the wider site in the context of managing design and delivery of the project going forward
1.1.5 AMSC approvals have previously been granted in relation to proposals for Buildings 1, 2, 3, 5, 7, Kingston House redevelopment and off-site infrastructure works (reference: 18/02411/MSC). Road Construction Consent (reference: OT/DEV/CC/2388) was granted on 15th October 2018 for off-site highway works associated with Buchanan Wharf, which are now mostly completed. A Traffic Regulation Order (TRO) and Stopping Up Order (SUO) came in to force on 1 st October 2019 allowing the closure of Clyde Place to the north of Buchanan Wharf and rerouting of traffic eastbound on Kingston Street.
1.1.6 In addition, an AMSC application (reference 20/01678/MSC) was permitted in November 2020 for an 11 storey 22,074m 2 Gross Floor Area (GFA) office building on Plot 6 at Buchanan Wharf. The planning application was supported by Fairhurst Transport Statement reference 129609 / TS01 / Building 6, dated May 2020.
1.1.7 This current Transport Statement is for a smaller office block on the same plot, as an alternative to the one that was granted planning permission in November 2020. The transportation principles of the current proposal are very similar to the larger office that was previously approved.
1.1.8 Chapters 1 and 2 of this report comment on how a clearer picture of the wider development proposal alters some of the findings of the original TA (particularly in regard to mode share and trip generation) in order to update the context against which detailed AMSC applications for individual buildings can be considered. Chapters 3 and 4 thereafter comment on matters pertaining to Building 6, which is the subject of the AMSC application that this report supports.
1.2 Site Location and Context
1.2.1 The Buchanan Wharf site is situated within the Broomielaw District of the City Centre boundary defined by the Glasgow City Centre Strategy and Action Plan 2014-19 ‘Getting Ahead of Change .’ Key developments within Broomielaw District include the Glasgow International Financial Services District (IFSD) located to the immediate north of the River Clyde. Figure 1-1 below illustrates the city centre boundary.
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Buchanan Wharf
Source: Glasgow City Centre Strategy and Action Plan 2014 - 19 Figure 1-1: Glasgow City Centre Districts Map
1.2.2 Located on the south side of the River Clyde, the Buchanan Wharf site is bound to the north, east, south and west by Clyde Place, Commerce Street, Kingston Street and West Street respectively. Two parallel streets, Tradeston Street and Centre Street, used to run north to south through the site from Clyde Place to Kingston Street, but both were Stopped Up on 1 st October 2019. The land has returned to private ownership, though vehicular access to the wider Buchanan Wharf campus is still gained from Kingston Street via those corridors.
1.3 Planning Permission in Principle Indicative Masterplan Proposals
1.3.1 The PPP set out, in broad terms, the scale and nature of the development. The Transport Assessment (TA) that supported the PPP consent assessed transportation impacts of 90,000 square metres (m 2) of Class 4 Office, 350 residential flats and a 150-bedroom hotel.
1.3.2 The approved Masterplan area is illustrated by Figure 1-2 below.
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Figure 1-2: Consented Buchanan Wharf Masterplan Area
1.3.3 There are four distinct areas that form the consented scheme’s red line boundary:
• Area 1 comprises vacant land northwest of the former Clyde Place formed between Riverview Gardens and the public realm to the north. This is the site of Building 7; which will be a crèche;
• Area 2 is between West Street and the former Tradeston Street, now occupied by Buildings 1 and 2 which are under construction;
• Area 3 is between the former Tradeston Street and former Centre Street, now occupied by Building 3 and Kingston House, which are under construction;
• Area 4 comprises land between the former Centre Street and Commerce Street. Building 5 is located in the south end of this portion of the site and is under construction. Building 6, which this report relates to, is located in the north end of this portion of the site.
1.4 Current Masterplan Proposals
1.4.1 Following the grant of the PPP consent, the Masterplan for the Buchanan Wharf site has evolved over time. An AMSC application in relation to Condition 2 of the PPP has been approved.
1.4.2 The approved masterplan seeks to deliver a mix of large-scale office and residential uses that will provide direct new employment opportunities, together with ancillary commercial uses. The indicative Masterplan layout is contained in Appendix A of this report.
1.4.3 The wider Masterplan comprises 5 office buildings, a crèche and a building accommodating Private Rental Sector (PRS) flats. Approved AMSC applications for
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129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
other buildings have been supported by separate Transport Statements that cover details of each building and its supporting infrastructure.
1.4.4 The Masterplan document prepared by Stallan-Brand that supported the approved AMSC application addressed the following key matters:
• Routes and connections;
• Public space and pedestrian movements;
• Transport and parking;
• Building form and access; and
• Secure by design.
1.4.5 The development also incorporates an extensive public realm and landscape proposal, illustrated by OPEN Drawing Number 161022_OP_PL_B6_G01 Rev 02, contained in Appendix A.
1.5 Development Phasing Strategy and Delivery Programme
1.5.1 Construction at Buchanan Wharf commenced with Buildings 1 and 2 in November 2018. Since then construction has also commenced on Buildings 3, 5 and Kingston House redevelopment. Each phase incorporates specific buildings with supporting infrastructure and adjacent public realm works.
1.5.2 This Transport Statement relates to Building 6 and its associated external surroundings. The report includes the building’s parking and servicing strategy.
1.6 On-site and Off-site Traffic Management Measures
1.6.1 Now that Clyde Place is Stopped Up to the north of the Building 6 plot the Core Path that used to be on the former Clyde Place has been diverted onto the existing Riverside Public Realm that connects Commerce Street to Tradeston Bridge.
1.6.2 The areas defined by the SUO, along Clyde Place and the northern sections of Tradeston Street and Centre Street will allow the creation of new Public Realm using both soft and hard landscaping. This is currently under construction.
1.6.3 Key changes that came in to force on the external road network on 1 st October 2019 include:
• West Street between Kingston Street and Riverview Gardens – changed from one-way northbound to two-way;
• Kingston Street between West Street and Bridge Street – now one-way in the eastbound direction, incorporating a bus lane on the northern lane between Tradeston Street and Commerce Street;
• The right turn from Bridge Street to Nelson Street has been reinstated;
• Reconfiguration of lanes on Commerce Street between Nelson Street and Clyde Place, incorporating sections of bus lanes on the west side;
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129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
• Reconfiguration of the lanes on Bridge Street between Clyde Place and Norfolk Street;
• Reconfiguration of the lanes on Nelson Street between Bridge Street and West Street;
• Adding a service bay to the north side of Kingston Street immediately east of West Street;
• Reconfiguration of a number of signal controlled junctions incorporating new signal infrastructure and settings and pedestrian facilities;
• Changes to on-street car parking spaces; and
• New waiting and loading restrictions on sections of the road network.
1.6.4 An additional two-way cycleway will be added to the east side of West Street and a loading bay will be added to the north side of Kingston Street outside Building 2. These works are not complete yet.
1.6.5 The South West Cycle Way which passes along the former Clyde Place between West Street and Commerce Street will be retained for public use through the private Public Realm to the north of Building 6.
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129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
2 Site Accessibility and Proposals
2.1 Introduction
2.1.1 Glasgow City Development Plan (CDP) Policy 11 ‘Sustainable Transport’ indicates that the ‘ Council will direct major development to locations well served by existing public transport services and active travel routes ’. It further notes that ‘ The Council will require new developments to be designed to promote and facilitate walking, and cycling, including the provision of cycle parking and direct connections to walking and cycling network.’
2.1.2 Glasgow City Centre Transport Strategy 2014 – 2024 (February 2015) aims to ‘ensure that Glasgow’s city centre is an attractive and sustainable place for residents, visitors and businesses .’ It recognises that transport plays a key part in helping to deliver this aim and therefore the strategy seeks to achieve a balance between the varying transport needs and preferences of different users of the city centre. The two key concepts of the Transport Strategy are: ‘ Priority for Pedestrians, Cyclists and Public Transport Users ’ and ‘ Minimising the Impact of Private Cars ’.
2.1.3 Buchanan Wharf will deliver a sustainable development incorporating transport infrastructure that meets with the aspirations of both the CDP and City Centre Transport Strategy.
2.1.4 The Transport Statement prepared for the Buchanan Wharf Building 3 office (Fairhurst Report Ref: 112811 / TS01 / Building 3) contained mode share estimates for Buchanan Wharf offices. Table 2-1 replicates that estimated mode share.
Mode of Travel Modal Split
Train / Underground 45.00% Bus 27.00% Taxi 0.0% Car Driver 10.00% Car Passenger 6.00%
Bicycle 4.00%
On foot 7.30% Other 0.70% Total People 100%
Table 2-1: Buchanan Wharf Office Mode Share
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2.2 Pedestrian Accessibility
2.2.1 Buchanan Wharf has a good walking catchment, covering residential neighbourhoods and key public transport hubs within the city centre.
2.2.2 Primary pedestrian facilities comprise north-south routes across the River Clyde to and from the city centre. Key routes in the immediate vicinity of the site include: the West Street – Tradeston Bridge link on the west side and to the east the Commerce Street – King George V Bridge route. Through the Buchanan Wharf development, the former Tradeston Street and former Centre Street corridors will allow pedestrian connection between the footways on Kingston Street and Public Realm on the former Clyde Place. These corridors will provide excellent connections to the extensive network in the wider area. Figure 2-1 contained in Appendix C illustrates existing pedestrian routes adjacent to the site.
2.2.3 To the north of the site, there are existing connections to the central parts of the city centre including Glasgow Central Station and Queen Street Station. Existing pedestrian links to the north of the site and across the River Clyde comprise:
• Tradeston Bridge – a shared foot / cycle bridge across the river on the north- western corner to the site, with functional width of around 5.75m;
• King George V Bridge – incorporates circa 3m and 4.3m wide footways on the west and east sides respectively;
• A77 Glasgow Bridge – incorporates circa 4.5m and 4.3m wide footways on the west and east sides respectively; and
• South Portland Street Suspension Bridge – a shared foot / cycle bridge across the River Clyde to the east of the site.
2.2.4 Pedestrian facilities to the south and east comprise footways on Centre Street, Commerce Street, Bridge Street (which merges in to Eglinton Street), Oxford Street and Norfolk Street. Existing pedestrian provision to the south and east facilitates links to the Bridge Street Subway Station and bus stops in the local area. The Gorbals and Laurieston residential neighbourhoods are also within a reasonable walking catchment.
2.2.5 Existing pedestrian crossing infrastructure comprises integrated phases within the three signal controlled junctions at the northeast, southeast and southwest corners of the Buchanan Wharf site. A Puffin Crossing has also recently been installed on Kingston Street as part of the Buchanan Wharf off-site highway works to facilitate pedestrian movement from the south.
2.2.6 Table 2-1 indicates that for employment uses only 7.3% of mode share is expected to be by walking only. Residential suburbs such as Gorbals, Laurieston and Kinning Park are within acceptable walking distances for employment trips from these areas.
2.2.7 Public transport (rail: 45% / bus: 27%) is generally estimated to account for 72% of employment trips. The public transport trips will generate secondary pedestrian movements to and from railway / subway stations as well as bus stops nearest to the
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site. Hence walking is expected to form part of the commuter trip for around 80% of employees working in Buchanan Wharf.
2.2.8 Glasgow Central Station is expected to become the main public transport access point for the majority of people living and working at Buchanan Wharf. For the whole Buchanan Wharf development, AM Peak hour movements from both rail and underground networks are expected to generate around 1957 arrival and 103 departure trips, based on 8,000 employees. PM Peak hour trips would be around 336 arrival and 1999 departure trips. Table 2-2 summarises the anticipated distribution of rail/subway trips to and from the whole development, based on an estimated distribution of 75% trips to rail and 25% to the subway.
Mode Mode Weekday AM Peak Weekday PM Peak Share Hour Hour IN OUT IN OUT Rail 75% 1468 77 252 1499 Subway 25% 489 26 84 500 1957 103 336 1999
Table 2-2: Rail / Subway Trip Distribution and Assignment
2.2.9 Inbound and outbound pedestrian trips to and from the station are expected to use the Hope Street, Oswald Street and King George V Bridge route. Pedestrian trips from and to Bridge Street Subway Station are likely to split between Bridge Street and Commerce Street.
2.2.10 Bus trips to and from the development will be spread across a number of bus stops in the local area. Bus stops nearest to the site are located on Kingston Street, Commerce Street, Bridge Street, Broomielaw and Nelson Street.
2.2.11 The nearest bus stop to the site is on Kingston Street located on the site’s southern boundary. The Kingston Street bus stop accommodates inbound trips from the west and outbound trips towards the city centre and the north. It has been estimated that 35% of all bus passenger trips will travel to and from the west. These bus trips will arrive at the Kingston Street bus stop and depart from the Nelson Street bus stop to the south of the site.
2.2.12 Inbound trips from the south will use the bus stop on Commerce Street, south of its junction with Kingston Street. The Commerce Street bus stop will also be used by outbound trips towards the city centre and the north. It has been estimated that 35% of bus passenger trips will arrive from the south.
2.2.13 There are two bus stops on Bridge Street, located south of the Clyde Place junction and adjacent to the Bridge Street Subway Station. The bus stop located on the south side of Clyde Place junction will serve inbound trips from the north as well as outbound trips to the south. The bus stop adjacent to the Subway Station will provide an alternative departure point for outbound trips to the south. It has been estimated that 20% of bus passenger trips will arrive from the north.
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129609 TS101: Buchanan Wharf, Glasgow - Building 6 Transport Statement
2.2.14 Bus stops for the Clyde Fastlink are located south of Broomielaw. Pedestrian access will be achieved via the Tradeston Bridge. It has been estimated that 10% of bus passenger trips will use the Clyde Fastlink.
2.2.15 Table 2-3 summarises the anticipated distribution of bus trips to and from the whole development.
Direction of Bus Stop Mode Weekday AM Weekday PM Travel Share Peak Hour Peak Hour IN OUT IN OUT Kingston Street (IN) / West 35% 413 27 75 422 Nelson Street (OUT) Commerce Street (IN) / South 35% 413 27 75 422 Bridge Street (OUT) Bridge Street (IN) / North 20% 236 15 43 241 Commerce Street (OUT) West / North Clyde Fastlink 10% 118 8 21 121 1179 77 214 1206
Table 2-3: Bus Trips Distribution and Assignment
2.2.16 Figure 2-1, contained in Appendix C, illustrates the expected routing of pedestrian trips associated with the overall development, based on the trip mode share and distribution estimates contained within this section.
2.3 Cycling Accessibility
2.3.1 Buchanan Wharf is very well located with respect to established national and local cycle routes. National Cycle Network (NCN) Route 756 runs from Clyde Place through the riverside public realm and Tradeston Bridge to connect with an off-road section of NCN Route 75 north of the river. The local South West Cycle Way (SWCW) segregated path runs on West Street and through the Public Realm on the former Clyde Place. A similar segregated path runs on the north side of Paisley Road linking to the SWCW at the West Street junction. These high quality cycle facilities running close to the site provide links to the city centre and wider Glasgow City area in all directions.
2.3.2 Core Path 109 traverses east to west along the Riverside Public Realm to the north of Buchanan Wharf and connects with Core Path 93G, which routes on the Tradeston Bridge. Core Path 109, continuing west along the River Clyde, facilitates links to Pacific Quay, Govan and Ibrox suburbs. To the east, it runs on Carlton Place and then follows the course of the River Clyde towards Bridgeton. Toucan Crossing provisions are made at the Clyde Place / Commerce Street and Clyde Place / Bridge Street junctions. Figure 2-2 in Appendix C illustrates the existing cycling facilities within the vicinity of the site.
2.3.3 The SWCW runs on the east side of West Street, south of the Kingston Street junction. Cyclists using the route have historically had to make a diagonal crossing at Kingston Street junction in order to gain access to a section of cycleway on the west side of West Street. Buchanan Wharf proposals include a new cycleway on the east
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side of West Street along the site’s eastern boundary. The new cycle lane will allow cyclists the opportunity to remain on the east side of West Street across the Kingston Street junction. To the north, the new cycleway will have a continuous link to the NCN Route 756, Core Path 109, SWCW and Core Path 93G. Road Construction Consent has been granted for the section of cycleway that passes through the new public realm that will be created on the former Clyde Place. That will secure a Right of Passage for cyclists.
2.3.4 The proposed improvements at the West Street / Riverview Gardens junction incorporate a new diagonal crossing that provides a link between the cycle lane on the west side of West Street and the new public realm on the former Clyde Place, which in turn links to Core Path 109, NCN Route 756 and Core Path 93G. This has now been formed.
2.3.5 Recent changes to the adjacent road network has included formation of Advanced Stop Lines (ASL) at key traffic signal junctions as part of the Buchanan Wharf off-site highway works.
2.3.6 Cycling has an anticipated mode share of 3.7% across Buchanan Wharf, resulting in 182 and 207 two-way cycle trips during the Weekday AM and PM peak hours respectively over the whole site. There are good cycling connections from all sides of the development which will encourage cycling as a mode of transport.
2.3.7 Cycle parking requirements are set out in the Council’s City Plan 2 guidance. Sheltered and secure long stay employee cycle parking in accordance with CP2 minimum standards will be provided within the ground floor of office buildings. Additional visitor cycle parking will also be provided in the form of short stay cycle racks near building entrances. The overall allocation of bicycle parking will exceed CP2 standards. Open Drawing Number 161022_OP_PL_B6_G01 Rev 02 in Appendix A illustrates public cycle parking facilities within the public realm areas of the development.
2.4 Public Transport Accessibility
2.4.1 Buchanan Wharf is highly accessible by public transport including bus, underground and train services. There are over 60 bus services per hour routing past the site on Kingston Street, Commerce Street and Bridge Street. Figure 2-3 in Appendix C illustrates existing bus stops and routes in the local area.
2.4.2 The nearest bus stop comprising bus shelter with timetable information board is located on Kingston Street for all services to and from the west. There are further bus stops and services to the east and southeast of the site including:
• Northbound bus stops on Commerce Street, at around 230 metres, for services from Glasgow South;
• Southbound bus stops on Bridge Street, at around 360 metres, for services to Glasgow South; and
• Bus stops on Broomielaw for Clyde Fastlink Services.
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2.4.3 It is anticipated that there will be around 1256 and 1420 two-way bus passenger trips during the Weekday AM and PM peak hours respectively, based on 8,000 employees working at Buchanan Wharf.
2.4.4 Bridge Street SPT Subway is between 4 and 8 minutes walking distance from the site. The subway forms a circular service and offers easy and quick access around Glasgow. Trains call at the station every 4 mins at peak times, and 6-8 minutes off- peak. It also offers interchange opportunities at some key stations on the public transport network. It is estimated that there will be around 489 people inbound in the AM and 500 outbound in the PM peak hour using the subway.
2.4.5 Glasgow Central Station is within a walking distance of 700m (10 mins) from the site. This is within the recommended walking threshold of 800m stipulated by Planning Advice Note 75 for walking thresholds to rail services from major developments. The close proximity to Central Station provides an excellent public transport option for connections to surrounding towns and other major UK cities. The trip generation estimates shows that there will be around 1,545 travelling to and from the development in the AM peak hour by train. It is expected that 1,752 trips will be made by rail during the peak PM hour.
2.4.6 Kingston Street operates one-way in the eastbound direction and includes a bus lane on sections of the north side of the street. Existing bus stop on the north side of Kingston Street, between Tradeston Street and Centre Street, will be relocated and upgraded to incorporate real time information boards. Recent improvements made to the Kingston Street / Commerce Street junction have included bus priority measures. A new bus lane has also recently been added on Commerce Street northbound through the Kingston Street junction.
2.4.7 Westbound buses travelling from the city centre travel south on Bridge Street then route along Nelson Street. The existing bus stop on Nelson Street adjacent to the Commerce Street junction has recently been upgraded.
2.5 Parking
2.5.1 Car parking at Buchanan Wharf buildings is being provided in accordance with the requirements set out under Condition 34, which stipulates use of Policy TRANS 4 of the Glasgow City Plan 2. This allows a maximum of 0.4 spaces per 100m 2 GFA for offices in the Buchanan Wharf location.
2.5.2 Parking provisions for bicycles will adhere to requirements under Condition 35 of the PPP consent, which requires cycle parking to be provided in accordance with Policy TRANS 6 of the Glasgow City Plan 2. TRANS 6 specifies a minimum of 1 space per 400m 2 GFA for staff and 1 space plus 1 space per 1000m2 for visitors.
2.5.3 Parking requirements and provision for the individual buildings have been detailed in the Transport Statements supporting each development. Parking provisions for Building 6 are included in Section 3 of this report.
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2.6 Car Park, Emergency and Servicing Accesses
2.6.1 General car park access for the whole site will be provided from West Street to the west and the former Centre St to the east, in compliance with Condition 27. A detailed description of access arrangement for Buildings 6, which is the subject of the AMSC application that this report supports, is provided in Chapter 3.
2.6.2 Security measures will prohibit general vehicular access into the public realm areas of the development. Measures will be in place at the West Street, Commerce St, the former Tradeston Street and former Centre Street accesses in to the public realm. These will be managed by Barclays, as land owners. Vehicular access to Building 6 will not be restricted by security measures.
2.6.3 Emergency vehicles will be able to access the public realm areas at all times. Barclays’ security staff will be available at all times to co-ordinate emergency entry and exit from the private space. Fairhurst Drawing Number BWHARF-FHS-PR-XX- DR-D-10019 C05, contained in Appendix D, illustrates emergency vehicle access routes through the development. This will involve entry from Kingston Street down the lane to the east of Building 2. From there emergency vehicles will be able to access any part of the site using internal lanes and hard landscaped zones around the site. Emergency access from West Street and the former Centre Street will also be available. Internal lanes will have a minimum width of 4.5m, which is sufficient operating space for high-rise fire tenders.
2.6.4 A 26m long service vehicle bay will be provided on the north lane of Kingston Street, along the southern boundary of Building 2. The service bay will be time restricted with no loading permitted Mon – Sat 7am to 9:30am and 4pm to 7pm.
2.7 Passenger and Taxi Drop-off
2.7.1 The development will generate drop-off movements. Table 2-1 estimates a 6% mode share for car passengers, which will include a number of car sharers who park on site. It will also include a proportion of people who are dropped off on surrounding streets.
2.7.2 Drop-offs for offices and residential units can occur on many surrounding streets and will depend upon the direction a person is travelling from and where the car driver is travelling to. People travelling from the east and south may be dropped off on Nelson Street or Centre Street to the south of Kingston Street, which will be lightly trafficked. People travelling from the north of the City Centre may be dropped off on the Broomielaw, Bridge Street or nearby streets. People travelling from the west may be dropped off on Tradeston Street to the south of Kingston Street. There are multiple streets surrounding the development site where drop off movements will realistically occur depending on a number of variable factors. The effect will be to dilute the impact of drop off movements on any one corridor to a level that will not disrupt traffic flow.
2.7.3 Within the wider site there will be provision for taxi and passenger drop-offs to occur within the former Centre Street, which will become a private access. It will include a multi-functional area where drop-offs by taxi and other car passengers can occur. A turning area will be available where cars can turn in forward gear.
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3 Building 6 Development Proposals
3.1 Development Proposals
3.1.1 The Building 6 office comprises 9,219m2 Gross Floor Area (GFA) over 6 floors with a small amount of ground level car parking and adjacent public realm works. Net usable floor space will be 6,968sqm. HFM drawing number BWHARF-HFM-B6-ZZ-DR-A-P- (00)-010 Rev A, contained in Appendix E, illustrates the proposed site plan for Building 6.
3.1.2 The office will encourage cycling to work by including a Cycle Hub at the south east corner of the building, accessed from private land on the south elevation. The Cycle Hub will include 80 staff cycle parking spaces, 80 lockers and a cycle wash down / maintenance area. There will be separate male and female changing rooms on the ground floor, each with 4 showers.
3.2 Parking and Access Proposals
3.2.1 Condition 34 of the Buchanan Wharf PPP requires car parking to be in line with Policy TRANS 4 of the Glasgow City Plan 2. This allows a maximum of 0.4 spaces per 100m 2 GFA for offices in the Buchanan Wharf location. Therefore, the building would be permitted up to 37 parking spaces for general use.
3.2.2 Condition 35 of the PPP requires cycle parking to be provided in accordance with Policy TRANS 6 of the Glasgow City Plan 2, which is a minimum of 1 space per 400m 2 GFA for staff and 1 space plus 1 space per 1000m 2 for visitors. Therefore, the building has a requirement to provide a minimum of 23 cycle parking spaces for staff and 10 cycle parking spaces for visitors.
3.2.3 Building 6 will have no general car parking provision for staff, which will restrain city centre car commuter demand in line with current policy. This measure will help to reduce city centre congestion, carbon emissions and air quality by encouraging people to travel by alternative sustainable modes of travel that are available due to Buchanan Wharf’s highly accessible location.
3.2.4 Building 6 will have only 5 car parking spaces, which are all proposed at surface level; 2 space will be marked for disabled people to use and 3 spaces will be for operational use. There will be 4 electric charging points, capable of serving all of the spaces. The ratio of disabled parking spaces is in accordance with standards, which requires a minimum of 5% of total parking provision to be for disabled users, with a minimum of 2 spaces.
3.2.5 The 5 parking spaces are proposed to the south of the building and are shown on the site plan in Appendix E. They will be accessed from Kingston Street via the former Centre St and a private access, which also serves Building 5. There will be no access to the parking spaces from Commerce St, or from the bus lane on Kingston Street at the Kingston Street / Commerce Street junction. Bollards will be used as necessary to prevent any indiscriminate vehicle movements.
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3.2.6 The proposal includes 80 staff cycle parking spaces in the internal Cycle Hub, which far exceeds the minimum required by GCC standards. Cycle parking will be provided by means of double stacked FalcoVert-Pro Semi Vertical Cycle Racks, or similar, which allows safe and secure cycle parking within the building. The proposal to include 57 cycle spaces more than standards require aims to compensate for having no general use car parking spaces and will encourage increasing cycling.
3.2.7 Externally, visitor cycle parking will be available by means of secure facilities within the public realm, as well as cycle stands close to the building entrance. The total provision will exceed the minimum requirement for 10 cycle parking spaces for visitors. The site plan drawing in Appendix E shows proposals for 4 covered Sheffield style cycle racks on the southern elevation of the building and 6 covered Sheffield style cycle racks on the northern elevation, all close to building entrances. Collectively these will accommodate 20 visitor bicycles.
3.2.8 In addition there will be 7 cycle racks (capable of accommodating 14 bicycles) located within the public realm to the north of Building 6, which will be available for use to visitors.
3.2.9 Cyclists will approach Building 6 from all directions. It is anticipate that most will arrive from the north end of the building via the SWCW or from the city centre. From the north end of the building cyclists can continue to the southern Cycle Hub over the privately owned public realm areas to the west of the building. Some cyclists arriving from the south and west may do so via Kingston Street, making use of the bus, taxi and cycle lane on the north side of that road.
3.3 Servicing
3.3.1 Refuse for Building 6 will be collected by private arrangement from the private access located at the south end of the building. A refuse area will be located within the ground floor of the building on the southern elevation with an access door connecting to the private access. Refuse vehicles will turn using the private access and the pend under the north wing of Building 5. On the day of bin collection, staff will move bins from the stores to the private access for collection. Fairhurst Drawing Number 129609 / sk1003C, contained in Appendix F, illustrates the swept path of a refuse vehicle turning within the hammerhead that is proposed to the south of Building 6. There will be no refuse collection from Commerce Street.
3.3.2 Deliveries for Building 6 will also take place using the private access route to the south of the Building 6. A delivery room is proposed at ground level within the south end of the building. Delivery vehicles will turn using the hammerhead at the south end of the building, in the same manner as the refuse lorry. They will stop within a private service / drop off layby that is proposed on the private access between Building 5 and Building 6.
3.4 People Trip Generation
3.4.1 The general mode share for Buchanan Wharf offices contained in Table 2.1 has been adjusted for Building 6 to reflect that it will have no general staff parking. Car driver mode share has been reduced from 10% to 5%, reflecting that some people will still drive and park within the city centre, which has always been the assumption. Car
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passenger mode share has logically also been reduced from 6% to 4%. Bus passenger mode share has been increased from 27% to 30% and cycle mode share has been increased from 4% to 8%.
3.4.2 People trip generation estimates for Building 6 are therefore summarised in Table 3- 1, based on 1,000 employees. The detailed assessment is contained in Appendix B of this report. Weekday AM Weekday PM 08:00 – 09:00 16:30 -17:30 Employment Modal Split IN OUT IN OUT
Train / 45.00% 243 6 38 247 Underground
Bus 30.00% 162 4 25 165
Taxi 0.00% 0 0 0 0
Car Driver 5.00% 27 1 4 28 Car 4.00% 22 1 3 22 Passenger Bicycle 8.00% 43 1 7 44
On foot 7.30% 40 1 6 40
Other 0.70% 4 0 1 4 Total 100.0% 541 14 84 550 People Table 3-1: Trip Generation Building 6
3.4.3 The results indicate that the proposed building will generate around 555 and 634 two- way people trips during the Weekday AM and PM peak hours respectively.
3.4.4 The majority of employees will arrive by public transport, which includes rail, subway and bus. There is expected to be around 243 arrivals by rail / subway in the AM Peak hour. It has been estimated that 75% will arrive by rail, which equates to 182 rail trips. The majority of rail trips will arrive via Glasgow Central Station, which will result in 182 ‘secondary’ pedestrian trips from the rail station to Buchanan Wharf. There are good standard pedestrian facilities between the site and the rail station, which can accommodate additional pedestrian trips generated by the development.
3.4.5 In addition, 25% (61) of the rail trips have been allocated to the subway services. The nearest subway station is Bridge Street, which is within easy walking distance from Building 6. The subway trips will also generate ‘secondary’ pedestrian trips between the Bridge Street Subway Station and Building 6. There are good standard pedestrian footways linking the site to the subway.
3.4.6 Bus trips will arrive from various nearby bus stops. Table 3-2 summarises the estimated distribution and assignment of bus trips to bus stops nearest to the site.
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Bus Travel
Kingston Street (IN) / West 35% 57 1 9 58 Nelson Street (OUT)
Commerce Street (IN) / South 35% 57 1 9 58 Bridge Street (OUT)
Bridge Street (IN) / North 20% 32 1 5 33 Commerce Street (OUT)
West / Clyde Fastlink 10% 16 1 2 16 North
Total 162 4 25 165
Table 3-2: Bus Trips Distribution and Assignment
3.4.7 Building 6 is highly accessible by bus with over 60 buses per hour routing past the site.
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4 Travel Plan Framework
4.1 Overview
4.1.1 A Travel Plan is a dynamic document that evolves over time responding to the needs of the building users. Subsidiary Travel Plans based on this framework will be developed further by individual companies beyond occupancy of the building to accommodate the specific travel patterns of building users once they become known.
4.2 Policy Context
4.2.1 Transport Planning Policy at national and local level aims to encourage development in a sustainable manner in order to minimise potential transport impacts. Travel Plans are a mechanism by which alternative travel choices are promoted and encouraged to minimise the environmental effects of travel.
4.2.2 Scottish Planning Policy (SPP) comments that a Travel Plan is ‘a package of measures aimed at promoting more sustainable travel choices and reducing reliance on the car, and should be encouraged for all significant travel generating developments.’
4.2.3 Scotland’s National Transport Policy (NTS) outlines the Scottish Government’s policies and strategy for the ‘Future of Transport’ in Scotland. The NTS supports the development and promotion of ‘Specific, Measurable, Attainable, Relevant and Time’ (SMART) measures such as Travel Plans, and high quality travel information to encourage more sustainable travel.
4.2.4 Planning Advice Note (PAN) 75 comments ‘Where the occupier is speculative or unknown the planning conditions which would be associated with the travel plan should include physical/infrastructure facilities to encourage walking and cycling, for example adequate storage provision, showering facilities, links to wider walking and cycling networks and possible provision of additional public transport facilities…. Any outline permission given should pass on the commitment to develop a full travel plan to the end user and enable future development and modification of the travel plan’.
4.2.5 Building 6 is a speculative development with no identified end user. It meets the requirements of PAN 75 through reduced car parking and inclusion of the Cycle Hub and shower / locker facilities for cyclists. Improvements have also been made to the surrounding pedestrian and public transport networks as part of the wider Buchanan Wharf works.
4.2.6 This Travel Plan Framework has been drafted as a guide for future building occupiers to refer to when preparing their full Travel Plans. It has been written to comply with both National and Local Policies and Guidance. It will outline measures to be implemented from the outset that will both limit the development’s traffic impact and also promote more sustainable and healthier forms of transport, thereby achieving the aims of those Policies. In addition, this document suggests other measures that can
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potentially be implemented in future beyond occupation of the building, to respond to specific demands.
4.3 Travel Plan Aims and Objectives
4.3.1 The ‘Travel Plan Resources Pack for Employers’ describes a Travel Plan as a ‘package of measures aimed at promoting sustainable travel within an organisation’ . This package of measures is not considered as a “one-off” provision by a developer or organisation but a process of delivery from the setting of policy and the creation of the supporting networks through to application on the ground and monitoring. All of these elements require to be linked through the partnership working of the various stakeholders within the process.
4.3.2 The aim of the Travel Plan is to reduce car usage to the development, particularly single occupancy trips. This will be achieved through the introduction of site wide measures and company specific measures to encourage sustainable travel.
The diagram outlines the typical ‘step by step’ process of a Travel Plan. 4.3.3 Key objectives of any travel planning measures will be to reduce car trips, particularly single occupancy trips. This Travel Plan Framework provides the basis for the development of the Travel Plan. The implementation strategy will incorporate measures to support the development of an effective Travel Plan with the core aims being to:
• Encourage staff and visitors to use alternative modes of transport.
• Monitor regularly the means of travel used by staff and visitors and seek to encourage transfer to the most sustainable modes.
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• Provide transport information for staff and visitors in order to encourage use of sustainable modes.
4.3.4 Management will need to employ reasonable measures to ensure that the Travel Plan becomes a success in the organisations. The aspirations of the Travel Plan should be specific to the business needs and in order to establish a set of objectives the existing issues, barriers and incentives should be addressed to encourage sustainable mode choice.
4.3.5 This could include the following objectives relating to staff travel:
• Reduce the need for travel – both commuting trips and trips made during working hours.
• Increase awareness among staff of travel choices, environmental implications of travel, and health benefits of sustainable travel.
• Facilitate and promote more active forms of travel.
• Increase the share of staff travelling to work by walking, cycling or public transport.
• Reduce car use and in particular private car use.
• To ensure the Travel Plan is reviewed, monitored and updated regularly.
• Similar objectives can be pursued with regard to infrequent visitors to developments, including office visitors and customers, which the Travel Plan should recognise where appropriate.
4.3.6 Staff would be required to complete a questionnaire giving details of their typical travel to work patterns. A Travel Information Pack would be provided to all new staff. This pack would include:
• Pedestrian route plan.
• Cycle route plan.
• A public transport map highlighting local services and facilities in the area that can be used to access the site.
4.4 Delivery and Implementation Strategy
4.4.1 Successful delivery and implementation of a Travel Plan can improve; accessibility by sustainable modes, positively affect modal choice for journeys to work and reduce congestion on the road network. The most important measure of a Travel Plan’s success is its effect on travel behaviour through reduced single occupancy car use and promotion of more sustainable forms of travel.
4.4.2 To assist in the delivery of a successful Travel Plan for the development the following strategy will be pursued:
• Implementation of site wide measures to promote sustainable travel by all users.
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• Appointment of a Travel Plan Co-ordinator to oversee the implementation and management of the Travel Plan.
• Prepare a Travel Plan specific to the business aimed at reducing car trips by employees and visitors.
• Within 3 months of first occupation, establish a base line travel pattern to the development through a programme of Staff Travel Surveys to be undertaken annually.
• Set clear modal shift targets with specific dates for their achievement.
• Monitor the progress of the Travel Plan at regular intervals.
4.5 Appointment of a Travel Plan Co-ordinator
4.5.1 The key to successful implementation of a Travel Plan is staff involvement at all stages. In addition, within a site occupied by multiple companies there is a need for communication between the companies in order to maximise the potential benefits of implementing Travel Plan measures.
4.5.2 Consultation will be achieved via the Travel Plan Co-ordinator. Once appointed, the name and contact details of the Travel Plan Co-ordinator will be provided to the Council.
4.5.3 The role of the Travel Plan Co-ordinator would be to provide the link between strategy, provision, implementation and monitoring. The Travel Plan Co-ordinator will be responsible for:
• Implementation of the Travel Plan, including preparation of initial travel surveys to be undertaken by individual companies and agreement of travel mode share targets.
• Being the point of contact for travel information, including preparation and distribution of up to date travel information packs on a regular basis.
• Liaising with public transport operators, planning / highway authorities and other stakeholders to explore the potential for sustainable travel improvements.
• Liaison with neighbouring employers to explore opportunities for co-operation in achieving the aims of the Travel Plan.
• Promoting and marketing the Travel Plan to existing and new, including provision of up to date information on regional and national initiatives / promotional events, e.g. National Bike Week.
• Monitoring progress of the Travel Plan through co-ordinating repeat surveys and using the findings to develop new measures as necessary to encourage sustainable travel.
• Regularly reviewing the aims / objectives of the Travel Plan and implementing any new Travel Plan measures and setting revised travel targets.
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• Implementing any car sharing, bike purchase or public transport season ticket schemes.
• Monitoring use of the car park.
• Annual review of the progress of the Travel Plan with the Council.
4.6 Staff Travel Survey
4.6.1 Within the first 3 months of occupation, the Travel Plan Co-ordinator will liaise with the company to ensure that a Staff Travel Survey is carried out to establish travel patterns and obtain views of staff with regard to any existing barriers to sustainable travel, and any measures that could potentially be implemented to encourage sustainable travel. The survey data would be collected via self-completion questionnaires issued to staff, and passed to the Travel Plan Co-ordinator. In addition to this, an annual staff survey would also be undertaken on the selected survey date.
4.6.2 Surveys can be undertaken electronically or by paper means to capture the required data. An example of a Staff Travel Survey is contained within Appendix G.
4.7 Travel Targets
4.7.1 Travel targets will be set, in agreement with the Council, following the completion of the initial travel surveys and a thorough review of the data obtained. It should be noted that some of the travel planning measures and initiatives will be in place prior to the first travel surveys being undertaken in order to promote sustainable travel to users of the new office buildings from the day of opening.
4.7.2 As a guide, the Transport Statement provides initial Mode Share estimates for the office development as shown in Table 4-1.
Travel Mode Census Data Split
On foot 45.00%
Bicycle 30.00%
Bus 0.00%
Train / Underground 5.00%
Car Driver 4.00%
Car Passenger 8.00%
Other 7.30%
Total People 0.70%
Table 4-1: Estimated Mode Share – Building 6
4.7.3 A reasonable Travel Plan target could be to achieve a 5% reduction in single occupancy car trips over a 5 year period, with a proportionate increase in other sustainable modes of travel. However, it is noteworthy that car travel is anticipated to be low from the outset. Staff travel surveys upon occupation of the building will
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determine the suitability of the estimated Mode Share in Table 4-1, and they can be altered as necessary.
4.8 Travel Plan Measures
4.8.1 This Section sets out a range of measures that will assist in achieving the aims and targets of the Travel Plan. Building occupiers should allocate reasonable resources to ensure that the identified measures can be considered and implemented.
4.8.2 A number of site wide measures will be implemented from the outset, which will contribute towards the aim of reducing single occupancy car travel to the site at the planning and design stage.
4.8.3 The site is recognised as being within a highly accessible location where people will have a number of travel options from a variety of local and national origins.
4.8.4 The following tables present additional measures that can be considered for inclusion within the Travel Plan, and they are set out in two categories:
• IMPLEMENT – These measures should be implemented within a specified time from occupation.
• CONSIDER – These measures should be considered for implementation if justified by the findings of the Travel Survey and/or an assessment of feasibility/deliverability.
4.8.5 The measures are also given timescales for action:
• SHORT – up to 3 months.
• MEDIUM – 3 months to a year.
• LONG – over a year.
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4.8.6 Management of the Plan
STATUS ACTION COMMENTS TIMESCALE
This is key to the success of the Immediate – Prior to Implement Senior management support. Travel Plan. Occupation
Appointment of Transport Co- Co-ordinator role to be identified in Immediate – Prior to Implement ordinator. the management structure. Occupation
Clearly identify role/position Identify person responsible for of Transport Co-ordinator Immediate – Prior to Implement allocating funding and staff time for within management Occupation implementation of the Travel Plan. hierarchy.
Key to obtaining up to date Implement Staff Travel Survey. Short – 3 months information.
Transport Co-ordinator to liaise Tie-in with measures of with adjacent businesses and Implement Short – 3 months adjacent employers. explore opportunities as a Working Group.
4.8.7 Actions for Raising Awareness and Marketing the Plan
STATUS ACTION COMMENTS TIMESCALE
All staff will be made aware of the contents of the Travel The Plan will be actively marketed Immediate – Prior to Implement Plan and will be encouraged to seek staff co-operation and Occupation to travel by sustainable encourage ‘ownership’ of the Plan. transport.
Transport Co-ordinator to Important to engage staff in order to Immediate – Prior to Implement operate an open door policy implement appropriate measures Occupation to encourage participation. that will encourage suitable travel.
Issue a Travel Information Pack to set out current information Immediate – Prior to Implement Pack to all staff as part of the on sustainable travel options. Occupation induction process.
Advertise and promote participation Implement Promotional events. in national events such as national Ongoing bike week.
Travel Awareness to be targeted at all staff on site. Important to publicise success and Implement Medium – 12 months Suitable communications keep staff informed. media to be identified.
Raise awareness of Travel Company website to promote Immediate – Upon Implement Planning through company sustainable means of travel for staff Occupation websites and visitors
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4.8.8 Actions to Reduce the Need to Travel
STATUS ACTION COMMENTS TIMESCALE
Make staff aware of amenities in the area to There are many city centre facilities Immediate – Prior to Implement reduce the need to drive in the area. Occupation during the day.
Video conferencing/SKYPE Installation of equipment or Implement Short – 3 months facilities included as employee IT set-up.
Internet access for staff at Can remove / reduce the need to Immediate – Upon Consider break times. travel during the day. Occupation
Introduce a home working Can reduce transport impacts if Consider Medium – 6 months scheme appropriate to business needs.
4.8.9 Actions to Promote Walking and Cycling
STATUS ACTION COMMENTS TIMESCALE
Parking for 200 bicycles will initially Provision of secure covered be provided within buildings. Immediate – Prior to Implement cycle parking and monitoring Additional visitor cycle parking will Occupation of usage. be provided externally.
Display up to date information Information to be displayed where it Immediate – Upon Implement on local walking and cycling can be viewed by staff and visitors. Occupation routes.
Ongoing promotion of cycling and walking as part of healthy Transport Co-ordinator to regularly Implement living. Promote distribute information via staff notice Short – 3 months walking/cycling for special boards / intranet / email. events e.g. bike2work week.
Staff shower & locker facilities will Shower, changing and locker Immediate – Prior to Implement be provided for those choosing to facilities opening commute by active travel modes.
Offering staff access to a government backed scheme Many websites available e.g. Consider Medium – 6 months for the tax efficient purchase of www.cyclescheme.co.uk a bicycle.
Measures may typically include participation in a local bicycle user Participation in wider cycling Consider group, provision of advice/training Medium – 12 months measures. on safe cycling, arranging discounts with local cycle retailer etc.
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4.8.10 Actions to Promote Public Transport
STATUS ACTION COMMENTS TIMESCALE
Publicity of taxi details and Current information to be displayed public transport routes, in public area and on Intranet. Immediate – Prior to Implement timetables and travel Promote bus and rail websites and Occupation information lines for staff. on-line journey planning tools.
Incentives to encourage staff to Subsidised public transport Consider travel by public transport rather than Long – Over 12 months travel car.
4.8.11 Actions to Reduce Car Use / Modify Driving Behaviour
STATUS ACTION COMMENTS TIMESCALE
Provide travel options through Provide details of travel options Immediate – Upon Implement website. Emphasise no available to visitors Occupation car parking.
Where appropriate and to meet the needs of the business. Potential to Promote car sharing. Short – 3 months Implement co-ordinate with neighbouring businesses.
Could enable an employee to alter Consider Flexi-time schemes their work pattern to match transport Short – 3 months timetables and childcare.
Consider guaranteed lift home in Consider Guarantee lift home scheme. times of emergency for those who Medium – 12 months do not drive to work.
Provision of pool cars or Car Club for staff that travel by car This would have to meet business Consider during the day. Ensure that Long – Over 12 months needs. any new lease cars are fuel efficient.
Discussion with taxi operators Can reduce dependency on private Consider Medium – 6 months for reduced fares car use for staff and visitors.
Potential to make arrangements for Consider Private bus arrangements staff private bus travel depending on Long – Over 12 months demands.
4.9 Monitoring
4.9.1 The building occupier will be required to assess staff travel patterns within 3 months of occupation through a staff questionnaire. Thereafter surveys will be undertaken annually. The results of this survey will then be collated and reviewed by the Travel Plan Co-ordinator to determine the modal share for the development. Results will be
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used to identify specific measures to be incorporated into the Travel Plan document in future.
4.9.2 Information on current travel behaviour will be summarised and circulated among staff through information boards and emails with key initiatives highlighted. Other sustainable travel alternatives to private car use will be promoted through information packs and email / intranet.
4.9.3 The Travel Plan Co-ordinator will review the effects of the various initiatives with the Council on an annual basis. The purpose of this review is to:
• Provide a running assessment of how staff travel to the site.
• Assess performance against the aims and targets of the Plan.
• Demonstrate continued management support.
• Develop revised targets for staff travel.
• Review and alteration of initiatives if necessary.
• Develop new initiatives to encourage reduced use of the private car.
4.9.4 The Travel Plan Co-ordinator will produce an annual monitoring report, which will be submitted to the Council. The report will include the Staff Travel Survey results, analysis of trends against previous surveys, brief details of marketing and promotional events during the past year and details of any new measures adopted. It will also include details of relevant changes in personnel associated with the Travel Plan.
4.9.5 Annual surveys would be used for monitoring purposes. This would identify the changes in modal split over a defined period. If the surveys reveal that the targeted changes have not been met, areas where improvements are required would be identified and measures implemented with a view to reversing the trend.
4.9.6 Targets would be set following the completion of the initial Travel Plan surveys. It is anticipated that these surveys could be undertaken within 3 months of occupation. Several of the travel planning measures and initiatives would be in place prior to the surveys being undertaken in order to promote sustainable travel to the development from the outset.
4.10 Review
4.10.1 The Travel Plan is an organic document that will require periodic review of targets and measures, in consultation with the Council.
4.10.2 The first review should take place one year after the initial travel surveys, with further reviews annually thereafter.
4.10.3 Where monitoring has revealed issues with the progress of the Plan, revised targets or further measures will be identified, and agreed with the Council, to address these issues.
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4.11 Action Plan
4.11.1 Beyond planning consent the following actions would be taken to develop and maintain the Travel Plan.
• Appointment of a Travel Plan Co-ordinator shortly after planning consent granted.
• Implementation of site wide Travel Plan measures by the developer prior to building occupation.
• Travel Plan Co-ordinator to regularly review public transport plans, timetables, and relevant policy and changes to the area affecting travel to the site.
• Travel Plan Co-ordinator to ensure that measures proposed are being implemented.
• Travel Plan Co-ordinator to obtain initial Staff Travel Survey within 3 months of occupation.
• Travel Plan Co-ordinator to prepare an initial site wide Travel Plan within 6 months of occupation, setting out Mode Share Targets for staff.
• Travel Plan Co-ordinator to implement annual Staff Travel Surveys.
• Travel Plan Co-ordinator to review responses to the Staff Travel Survey annually and produce a Monitoring Report for discussion with the Council.
• Travel Plan Co-ordinator to update the Travel Plan on an annual basis responding to the Monitoring Report details, reviewing measures to be implemented and Mode Share targets for staff and visitors where appropriate.
• Travel Plan Co-ordinator to encourage implementation of new measures as necessary to respond to the results of Staff Travel Surveys.
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Appendix A Buchanan Wharf Masterplan Layout
NOTES
1. This drawing is to be read in conjunction with all other drawings and specifications. 2. Do not scale off this drawing. Written dimensions to be taken only. 3. Any discrepancies found between this drawing and other drawings and specifications in the construction documents must be referred to the Landscape Architect prior to work commencing. 4. This drawing must not be copied in whole or in part without prior written consent of Optimised Environments Ltd. 5. Survey information is based upon aspect surveyors Topographical as Survey. 6. Contains Ordnance Survey data © Crown copyright and database right 2018. 80453393.
ILLUSTRATIVE PLAN PROVIDED AS SUPPORTING INFORMATION ONLY.
KEY PLAN
7
1 3
2 6 4
5
Ordnance Survey, (c) Crown Copyright 2018. All rights reserved. Licence number 100022432
02 Reconfiguration of B6 and surrounding eh 19/04/21 landscape layout
01 Issued for planning ah 05/05/20 Issue Revision Initial Date
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Optimised Environments Ltd. Registered in Scotland SC359690. Registered address: 2nd Floor | Quartermile Two | 2 Lister Square | Edinburgh | EH3 9GL
Client DRUM PROPERTY GROUP
Project Buchanan Wharf Glasgow
Drawing Title BUILDING 6
CONTEXT ILLUSTRATIVE SITE PLAN
Scale Bar North
5m 10m 15m 20m 25m
Scale: 1:500@A1 Date: MAY 2020
By: NT Status: PLANNING
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Computer File: P:\2016\161022_Buchannan\CAD\SHEET\00Plot\PLANNING\PLOT6