Glasgow City Centre Transport Strategy 2014-2024 Consultative Draft April 2014

Contents

Executive Summary 5. City Centre Transport Strategy . Integrating Transport into the City Centre Strategy 1. Introduction . Integrating Transport with the City Centre Districts . Purpose of the Strategy . Transport Concepts . Consultation . Priority for Pedestrians, Cyclists and Public . Preparation Process Transport . Strategy Context . Minimising the Impact of Private Cars 2. A Changing City Centre 6. Delivering the Transport Strategy . Transport and Development Proposals . Overview of Delivery . Summary of Key Projects . Avenues . Pedestrian Infrastructure 3. Transport Issues in the City Centre . Cycle Routes and Infrastructure . Walking and Cycling . Bus Corridors . Public Transport . Traffic Management and Parking . Traffic and Parking . Complementary Measures 4. Vision for the City Centre . Strategy Summary . Timeframe for Implementation . Transport Aims and Objectives 7. Monitoring and Evaluation

Page 2 City Centre Transport Strategy IntroductionExecutive Summary Executive Summary

Purpose of the Strategy

Glasgow City Council launched a City Centre Strategy in November 2013. This Transport Strategy forms part of the overall City Centre Strategy. The strategy has sought to identify problems, understand development proposals and identify solutions.

Developing the Strategy

The City Centre Transport Strategy has been developed using the Scottish Transport Appraisal Guidance (STAG). It is an objective led process which enables the development of a balanced strategy. A key part of the STAG process is widespread and ongoing consultation which has been undertaken throughout the development of the strategy.

A Changing City Centre

The city centre is constantly changing as land-use developments are taken forward which can lead to transport impacts. The current proposals include the Fastlink bus service, redevelopment, Cathedral Street Bridge refurbishment, Buchanan Galleries expansion and Strathclyde University repositioning around Cathedral Street.

Page 4 Transport Strategy Executive Summary

Transport Issues in the City Centre

The city centre faces a number of transport problems which this strategy seeks to address. These issues have been identified through extensive analysis and consultation and have been summarised as:

Walking and Cycling Public Transport Traffic and Parking

• Pedestrian Environment • Public Transport Network • Traffic Movement Issues Impacts Restrictions • Poor Conditions for • Quality of Public Transport • Traffic Demand Issues Cycling • Provision Accidents • Parking Objectives

Five objectives have been defined which are consistent with the wider strategic context, designed to address the issues above and have also been developed taking account of the feedback received from consultation. The five objectives, presented in no particular order and each carrying equal weighting, are: 1. Increase the modal share of trips to/from and within the city centre by walking, cycling and public transport; 2. Provide access for residents, blue badge holders, tourists and traffic essential to sustain economic functions; 3. Enhance the quality and legibility of main pedestrian spaces, key development areas and main access routes; 4. Reduce harmful traffic emissions; and 5. Enhance road safety and personal security for all city centre users.

Page 5 Glasgow City Centre Transport Strategy Executive Summary

Strategy Summary

Key aspects of the Transport Strategy are as follows: . Restriction of non essential through traffic from the city centre to allow priority for buses, cyclists and pedestrians through the introduction of selected bus gates at key locations. . Introduction of Avenues / segregated cycle routes. The concept of Avenues was developed through the Districts Strategy element of the overall City Centre Strategy. They are streets where the balance is shifted towards sustainable transport and placemaking with a more people oriented approach. . Potential bus hubs at Union Street and Dunlop Street. The desire for a southern bus hub in the city centre emerged through consultation. It may help reduce number of through buses in the city centre. . Review of bus stop usage on key corridors like Renfield Street / Union Street, introduce specific bus hubs and gates to facilitate better designed public space and access to public transport. . Several traffic management options to provide alternative economically attractive routes for buses to help reduce the number of buses on Renfield / Union Street. . Reduction in on-street parking on Avenues to provide cycling facilities and on main bus corridors and to allow widening of footways at key locations. . Introduction of enhanced pedestrian facilities. . Introduction of mandatory 20mph zone across the city centre. . Support for Subway enhancements, Crossrail, rail link to and a High Speed Rail link between Glasgow and

Page 6 Glasgow City Centre Transport Strategy 1.

Introduction Purpose of the Strategy

Introduction

Glasgow City Council launched a City Centre Strategy aimed The area covered by the City Centre Transport at tackling the economic, planning, environmental and Strategy is broadly contained within the boundaries traffic issues in November 2013. The development of a of the M8, High Street and the as Transport Strategy was a key action of the overall Strategy. illustrated in the figure below. A fundamental aspect of the City Centre Strategy is the Districts Strategy, which involves dividing the city centre into nine distinct Districts and the establishment of a Regeneration Framework for each. The feedback from the Transport Strategy will play an important role in how each Regeneration Framework is developed. The City Centre Transport Strategy has sought to: . Identify Problems that currently affect travel in and around the city centre and that could affect it in the future; . Understand Development Proposals and their implications for transport in the city centre; and . Identify Solutions to improve and promote more sustainable travel in and around the city centre.

Page 8 Glasgow City Centre Transport Strategy Consultation

Consultative Draft Strategy

Glasgow City Council have produced this Consultative Draft Transport Strategy to provide an opportunity for organisations and the public to comment upon the proposals and options contained within it and to contribute to finalising the strategy. We would consequently welcome any comments that you have about this document.

Responses can be submitted in writing All responses will be treated confidentially and must be

to the following address: submitted before 31st May 2014. If we don’t receive your

response by this date then we won’t be able to take your Projects Manager (City Centre views into account when finalising the new City Centre Transport Strategy), Transport Strategy. Land and Environmental Services,

Glasgow City Council, Exchange House, Online responses can be submitted using the feedback 231 George Street, form at: Glasgow, G1 1RX www.glasgow.gov.uk/consultations

Page 9 Glasgow City Centre Transport Strategy Preparation Process

Scottish Government’s Transport Appraisal Guidance

The City Centre Transport Strategy has been developed using the Scottish Transport Appraisal Guidance (STAG). This best practice guide provides a framework for comparing potential transport schemes and strategies to assist in identifying preferred solutions. It is an objective led process which enables the development of a balanced strategy. However, conflicts of interest are inevitable and it is not always possible to fully resolve these. Instead the STAG process seeks to highlight where these conflicts exist and minimise them as much as possible. There are four elements to the STAG process: . Pre-appraisal: understanding what problems and issues need addressed and what opportunities there are to improve transport; . Part 1 appraisal: where potential solutions are assessed at a high level and any that are not suitable are discarded; . Part 2 appraisal: where remaining potential solutions are assessed in more detail, including transport modelling where appropriate, to determine which provide the greatest benefits and least disbenefits; . Post appraisal: developing a monitoring and evaluation plan to assess how well the potential solutions deliver the anticipated benefits. A key part of the STAG process is widespread and ongoing consultation with those likely to be affected by the proposals. The preparation of this draft strategy forms part of this consultation process. Regular consultation with key organisations has also been undertaken during the process of preparing this draft strategy.

Page 10 Glasgow City Centre Transport Strategy Strategy Context

As mentioned in the Introduction, the Transport Strategy is just one Summary of Glasgow City Centre Strategy component of a much wider City Centre Strategy and fits into a broad based on “Glasgow City strategic context. This includes the existing Local Transport Strategy Centre Strategy - Public covering the entire council area, Glasgow City Plan 2 (the adopted Spaces & Neighbourhoods Local Plan) and emerging Glasgow City Development Plan which will Workstream, Final replace it as well as the Air Quality Action Plan which sets and monitors Report: Executive Summary (May 2013)” levels of emissions which are closely related to transport. City Centre Strategy Future Glasgow Vision The City Centre Strategy aims to lay the In 2011, Glasgow made a strong statement of intent about the City’s foundations of the Future Glasgow Vision to future, encapsulated in Future Glasgow, a vision of what kind of place allow it to compete within and the the Council, partners and the people of Glasgow would like the city to UK and with other leading European cities. become over the next fifty years. The City Centre Strategy has adopted a It is a vision of a leading European city, where creativity, enterprise and comprehensive, integrated, approach to cultures will flourish. Everyone will have the chance to enjoy an active, address the many dimensions of city life with healthy and fulfilling life and neighbourhoods will break free of the over 55 defined actions. problems caused by the industrial decline during the twentieth century. Transport has a fundamental role to play facilitating and supporting initiatives within it, The Council is committed to promoting active and sustainable travel as and each potential transport intervention has part of a healthy lifestyle through greater use of walking, cycling and been assessed with the City Centre Strategy public transport. This is a core part of the future vision for Glasgow. firmly in mind.

Page 11 Glasgow City Centre Transport Strategy 2.

IntroductionA Changing City Centre Transport and Development Proposals

The city centre is constantly changing and evolving as . Fastlink: a bus rapid transit (BRT) service that will link land-use developments are taken forward and economic the city centre with the new Southern General activity generates turnover in existing land-uses. This can Hospital. Within the city centre Fastlink will serve lead to transport impacts as the demand to travel to Central Station, Queen Street Station and Buchanan different parts of the city centre may increase or Bus Station. Fastlink is due to become operational in decrease accordingly. Understanding the likely impacts of 2015, although it is the intention to have some the major land-use development proposals is therefore measures in place in 2014; critical to developing a City Centre Transport Strategy.

Alongside this there are also proposals for significant transport schemes which will have a major impact on the accessibility of various parts of the city centre as well as possibly leading to some major transport routes shifting to new corridors. Understanding how these relate to existing and future demand to travel is crucial.

The land-use and transport proposals affecting Glasgow City Centre in the short to medium term include:

Page 13 Glasgow City Centre Transport Strategy Transport and Development Proposals

. George Square: the development of proposals to . Buchanan Galleries: proposals are being progressed redesign George Square are currently underway. This to extend the Buchanan Galleries Shopping Centre will be in 2 phases with the recently completed first and relocate the multi-storey car park to the site of phase delivering improvements within the existing the existing Queen Street station car park on North footprint of the square. The second phase, which is Hanover Street; scheduled for post 2014, is under consideration and . Strathclyde University: have aspirations to move the may consider restrictions of traffic around the Square; focal point of their campus to the north around . Cathedral Street Bridge: the existing weight restricted Cathedral Street and to reduce the severance caused bridge at the back of Queen Street Station will be by the high levels of traffic on Cathedral Street; and reconstructed and strengthened which will increase . Improved Pedestrian Links to River Clyde: the the range of available traffic routes in the city centre; upgrading of the area between and the River Clyde to create an improved public space. Strathclyde University Campus Development Plan, 2011

Cathedral Street Bridge

Page 14 Glasgow City Centre Transport Strategy Summary of Key Projects

Cathedral Street Bridge Reconstruction

Buchanan Galleries Redevelopment Strathclyde University

George Square

Existing Bus Gate Improved Pedestrian

Fastlink Route Links to River Clyde

Pedestrianised Areas

Page 15 Glasgow City Centre Transport Strategy 3.

IntroductionTransport Issues in the City Centre Transport Issues in the City Centre

Summary of Transport Issues in the City Centre

The city centre faces a number of transport problems which this strategy seeks to address. These issues have been identified through extensive analysis and consultation and have been summarised as:

Walking and Cycling Public Transport Traffic and Parking

• Pedestrian Environment • Public Transport Network • Traffic Movement Issues Impacts Restrictions • Poor Conditions for • Quality of Public Transport • Traffic Demand Issues Cycling Provision • Accidents • Parking

Page 17 Glasgow City Centre Transport Strategy Walking and Cycling

. Poor Pedestrian Environment: in some Pedestrian Environment Issues areas around the city centre the streetscape is of a low standard making these unattractive locations to pedestrians. Contributing factors to the poor quality environment include poor footway surface, poor lighting and conflicts with cyclists. Problem locations have been identified at , , Queen Street Station, , Argyle Street and High Street. . Conflicts with Taxis: Glasgow Central and Queen Street stations are focal points for conflicts between high numbers of pedestrians and taxis. Poor Pedestrian Environment . Air Quality Issues: poor air quality from

Uneven Surfaces high traffic flows makes streets like

Taxi Issues at Queen St Hope Street, Renfield Street and Union and Central Stations Street unattractive to pedestrians. Poor Air Quality

Page 18 Glasgow City Centre Transport Strategy Walking and Cycling

. Poor Links between Routes: the map shows that current cycling provision in Poor Conditions for Cycling the city centre area is limited. The existing routes don’t provide integrated, continuous links through the city centre, to key facilities like shopping centres and transport hubs or to the wider cycle network (including the National Cycle Network - NCN). The lack of a coordinated network also means it is difficult for cyclists to travel through the city centre from east to west or north to south. . Safety Concerns: high traffic volumes create safety issues for cyclists which makes it unattractive for them to mix with general traffic on the busiest traffic routes. . Gradients: the city centre has many On-Street Cycling steep hills which make cycling on some Off-Street Cycling streets difficult with little signage to Pedestrianised Areas direct people onto more attractive routes.

Page 19 Glasgow City Centre Transport Strategy Public Transport

. Bus Congestion: many bus routes are concentrated on a small number of Public Transport Network Impacts streets creating congestion and pinchpoints on the main bus corridors like Hope Street, Renfield Street, Union Street, Jamaica Street, Argyle Street and Stockwell Street. Resulting congestion affects bus journey times and service reliability with bus operators often compensating by running more buses to maintain their timetable creating even more congestion. . Bus Stop Congestion: many key bus stops are congested from a combination of the amount of passengers waiting at them and narrow pavements. Problem areas include Hope Street, Union Street and Cathedral Street. Lack of east – west and north-south cycle routes to public transport hubs . Cycle & Pedestrian Links: there is a lack

Key city centre bus stops of cycle and pedestrian route congested integration with main public transport Bus congestion hubs.

Page 20 Glasgow City Centre Transport Strategy Public Transport

. Bus Routes: private operators choose which routes to run leading to overlaps Quality of Public Transport Provision and gaps in provision occurring. Limited influence over operators makes it difficult to manage the network and ensure good integration with other modes of transport. A focus on main corridors means that there can also be a lack of accessibility to buses in some areas. . Railway Stations: there are poor linkages between Glasgow Central and Queen Street stations as they serve separate rail networks to the south and north of the city centre. Queen Street station is also operating at capacity. . Information: there is sometimes no or out of date information provided on public transport services. . Ticketing: there are few integrated Bus Routes ticketing options available with SPT’s Pedestrianised Areas Zonecard being the only ticket allowing travel on all public transport.

Page 21 Glasgow City Centre Transport Strategy Traffic and Parking

Traffic Movement Restrictions

. One-way System: there is a complicated and confusing network of one-way streets which can make getting around and across the city centre difficult, especially for those unfamiliar with the area. . Servicing & Deliveries: the shops and facilities in the city centre depend on deliveries to operate but in some areas difficulties in accessing premises by goods vehicles can cause problems for delivery drivers and lead to illegal parking on the road. This causes congestion and frustrations for other drivers. Bus Gate

One-way Street

Pedestrianised Areas

Page 22 Glasgow City Centre Transport Strategy Traffic and Parking

Traffic Demand Issues . Peak Period Demand: many key streets into and out of the city centre experience high levels of traffic during the morning and evening rush hours. Some key through routes in the city centre also experience high traffic flows at rush hour. The map shows morning rush hour flow with high levels of traffic noticeable on many streets including St Vincent Street, Broomielaw / Clyde Street, / High Street, George Street, Cathedral Street, Union Street and Hope Street amongst others. The resulting congestion makes it difficult to get around the city centre and for the local economy to function efficiently and effectively. This congestion also has a negative impact on the pedestrian and cyclist environment.

Page 23 Glasgow City Centre Transport Strategy Traffic and Parking

. Blackspots: the map shows traffic accidents in the city centre over the last 3 years. It can be seen that there is a Accidents particular accident blackspot at Argyle Street / Union Street / Jamaica Street junction. Indeed the entire Renfield Street / Union Street corridor has a noticeable accident problem. Other blackspots include the Queen Street / George Square / St Vincent Place junction, West Nile Street / Sauchiehall Street junction, Blythswood Street / Waterloo Street junction, / High Street junction and High Street / George Street junction. Most of the problem junctions experience high traffic flows and / or pedestrian flows creating a conflict between different users leading to a cluster of accidents in that location. Vehicle conflict is a persistent problem affecting other vehicles, cyclists and pedestrians which results in both real and perceived safety issues.

Page 24 Glasgow City Centre Transport Strategy Traffic and Parking

. Excess Parking Provision: in recent Parking years the number of car parks in the city has increased and there are now approximately 10,000 spaces available in over 25 dedicated car parks across the city centre. In particular, inexpensive temporary car parks have sprung up across the city on vacant land as building work slowed in response to economic conditions. On-street parking is also available throughout the city centre. This excess parking provision has led to large multi-storey car parks going under-utilised and has undermined the attractiveness of Park and Ride schemes aimed at encouraging the use of public transport for journeys into the city centre. The Council has limited control over private car parks making it difficult to manage the supply and cost of parking in the city centre.

Page 25 Glasgow City Centre Transport Strategy 4.

IntroductionVision for the City Centre Transport Aims and Objectives

“Glasgow: a resilient, creative and enterprising city of opportunity and diversity, where citizens and businesses thrive and visitors are always welcomed” Future Glasgow – A 50 Year Vision for the Future

In summary, the City Centre Vision stresses that in fifty years’ time the city centre will still be the heart of the city, and sets the following ambitious targets: . A city centre ranked among the top European centres for international business and visitors. . An attractive and vibrant city centre accessible to everyone. . A city centre that every Glaswegian and visitor feels has something to offer them. . Glasgow will still be the top UK retail centre outwith London’s west end.

Glasgow City Council has been working to develop the City Centre for a number of years. Numerous pieces of work have been carried out that set strategic direction for the city’s transport network, and have informed the development of objectives for the Transport Strategy. Five objectives have been defined which are consistent with the wider strategic context including the Future Glasgow Vision and reflect what that strategy is setting out to achieve and the issues it seeks to resolve. They have also been developed taking account of the feedback received from consultation.

Page 27 Glasgow City Centre Transport Strategy Transport Aims and Objectives

The five objectives, presented in no particular order and each carrying equal weighting, are:

1. Increase the modal share of trips to / from and within the city centre by walking, cycling and public transport; 2. Provide access for residents, blue badge holders, tourists and traffic essential to sustain economic functions; 3. Enhance the quality and legibility of main pedestrian spaces, key development areas and main access routes; 4. Reduce harmful traffic emissions; and 5. Enhance road safety and personal security for all city centre users.

Page 28 Glasgow City Centre Transport Strategy 5.

IntroductionCity Centre Transport Strategy Integrating Transport into the City Centre Strategy

Transport and the City Centre Strategy As such, it must enhance its connectivity – both real and virtual – and exhibit high place quality – In the Introduction (Chapter 1) it was highlighted that for the benefit of businesses and the city’s people, the Transport Strategy is one part of a wider City Centre workers, shoppers and visitors. The city centre is Strategy, and that its key aim is to identify how transport Glasgow’s shop window – and it needs to be ‘well will support and enhance the wider elements of the City dressed’ and maintained. Centre Strategy. Transport needs to play its part in supporting the The City Centre Strategy sets out nine Districts, with District Strategies and contributing to Glasgow’s associated visions for their fundamental identity, continued economic vibrancy. principal function within the city centre as well as their over-arching public realm and streetscape character. The The Transport Strategy therefore includes a review Districts concept is summarised further on the next of the traffic and transport priorities and how page. these integrate with the Districts Strategies. The At the same time, it is recognised by the Glasgow City Centre Strategy also includes a commitment Economic Commission, a partnership of public and to the creation, maintenance and improvement of private leaders, that it is vital that the attractiveness to walking and cycling infrastructure, the private sector investment is maintained and enhanced introduction of wider pavements and shared for the benefit of the economy. surfaces, more cycle storage facilities and hire bike

Based on “Getting Ahead of Change: options at transport hubs, and the Transport City Centre Strategy and Action Plan 2013–18” Strategy reflects these commitments. (Consultation Draft, May 2013)

Page 30 Glasgow City Centre Transport Strategy Integrating Transport with the City Centre Districts

Based on “Getting Ahead of Change: City Centre Districts City Centre Strategy and Action Plan 2014–19” (November 2013)

A fundamental component of the City Centre Strategy The Transport Strategy therefore gives particular will be the establishment of nine new City Centre emphasis to supporting these seven principles and Districts (shown adjacent) and the creation of a helping to deliver the specific vision for each part of Regeneration Framework for each of these Districts. The the city centre. The Transport Strategy shows how the Districts strategy is designed to be an overarching, long- transport proposals support close integration with the term urban planning framework for Glasgow city centre’s relevant Regeneration Frameworks for each district. public spaces and neighbourhoods.

The key principles underpinning these frameworks are: . Good transport linkages; . Balanced priorities for all city centre users; . Lighting and safety; . Integrated green infrastructure; . Active street frontage, particularly on south facing sides of the street; . Flexibility in land-uses in parts of the city centre; . Proactive incentive schemes for short and medium term land-uses.

Page 31 Glasgow City Centre Transport Strategy Transport Concepts

Framework for Actions

The Transport Strategy for the City Centre has been developed based upon two key concepts overarched by a hierarchy of transport modes. These provide the framework for the schemes which will be taken forward to resolve the problems and deliver the aims and aspirations identified previously. These concepts are broadly defined under two headings below. Underneath these, there are a series of delivery measures which will be used to implement the concepts as summarised below.

Concept 1: Priority for Pedestrians, Cyclists and Public Transport (including Taxis) Concept 2: Minimising the Impact of Private Cars

City Centre Priority for Pedestrians, Minimising the Impact of Transport Cyclists and Public Transport Private Cars Hierarchy Delivery: Delivery: 1. Pedestrians • Avenues • Traffic Management 2. Public Transport • Network of linked Cycle • Encourage Parking at 3. Cyclists / Freight Routes and Infrastructure Periphery of City Centre 4. Car / Motorcycle • Network of linked Bus • Access for Essential Users Corridors • Supporting Rail and Subway

Page 32 Glasgow City Centre Transport Strategy Priority for Pedestrians, Cyclists and Public Transport

Concept image of an Avenue for Sauchiehall Street creating a more pedestrian and cycle friendly environment. Public Spaces and Neighbourhoods Workstream Final Report. May 2013. Avenues

The concept of Avenues was developed through the Public Spaces and Neighbourhoods element of the City Centre Strategy. Their key function was defined as:

. An integrated network of continuous pedestrian and cycle priority routes to connect key areas and transport hubs to surrounding neighbourhoods; . To act as a binding mechanism to integrate Design Components: regeneration and urban realm • Promote sustainable modes of transport by providing good quality initiatives; paths, on road cycle routes, bus priority measures, benefits for . To transform the quality of motorcycles and safe places to cross the environment and its • Integrated network linking key areas across the city centre readiness for climate change. • High quality street design with active frontages and street trees • A slow and friendly pace with a focus centred around people

Page 33 Glasgow City Centre Transport Strategy Priority for Pedestrians, Cyclists and Public Transport

Cycle Routes and Infrastructure

A network of linked cycle routes will be developed to enable seamless travel to, through and within the city centre. These will link to existing cycle routes at the periphery of the city centre to provide a coordinated network. This will be achieved by providing high quality cycling facilities on key streets that run from north to south and east to west across the city centre.

The key cycle routes will be two-way, segregated and located on one side of the road, similar to the existing Waterloo Street arrangement shown below. Where the road currently isn’t wide enough to accommodate the introduction of cycle lanes the existing on-street parking will be removed from one side of the road to provide the necessary space. The routes will be designed to be safe and of high quality including measures such as coloured cycle lanes, good lighting, clear signage and priority for cyclists at junctions either through dedicated traffic signal stages or Advanced Stop Lines (ASLs).

Route Selection Criteria: • Closely coordinated with the Avenues • Links to existing cycle routes around the city centre • Gradient along the length of the route • Existing and predicted future levels of traffic on the route • Ability to link to key locations and attractions in the city centre • Potential conflicts with other road users (e.g. pedestrians, buses, cars, etc.)

Page 34 Glasgow City Centre Transport Strategy Priority for Pedestrians, Cyclists and Public Transport

Bus Corridors

To support sustainable access to the city centre the need for a coordinated network of bus corridors that enable access to and through the heart of the city was identified. There is also a need to provide connections with other modes of transport, including train services at Glasgow Central and Queen Street Stations, and to key transport hubs like Buchanan Bus Station. Similar to the cycle routes, a network of linked north to south and east to west bus corridors will be implemented to enable this although their usage will depend on them being economically viable for bus operators.

In selecting corridors a number of key considerations were taken into account including:

. Existing bus routes across the city centre, how they serve passengers but also the pressures that high numbers of buses put on key streets; . Allowing buses to penetrate the city centre and manoeuvre through it whilst minimising impacts on the ambiance and the environment; . Proposed bus schemes like Fastlink; . Minimising conflicts and safety concerns between road users (e.g. pedestrians, cyclists, cars, etc.)

Where necessary bus priority measures like bus gates, bus lanes and improved bus stops will be used to ease the flow of buses along these key corridors. These measures will also benefit taxis and private hire vehicles which will be able to access them. However, ensuring the effectiveness and efficiency of the existing bus priority measures will also be a priority.

Page 35 Glasgow City Centre Transport Strategy Priority for Pedestrians, Cyclists and Public Transport

Supporting Rail and Subway The Subway also provides a vital public transport link to and from the city centre. It was used by The Council will continue to support enhancements to the rail over 14.1m passengers in 2012 with , network which will improve access to the city centre including: and St Enoch stations all serving . A rail link to Glasgow Airport from Glasgow Central. the city centre. . The Glasgow Crossrail scheme which could enable direct travel from Ayrshire and to Lanarkshire SPT is carrying out a full-scale modernisation of and West Lothian. It could also complement airport rail the Subway. It has seen the introduction of services and enable direct services from Glasgow Airport smartcard ticketing, new trains and signalling with to the north Glasgow suburban network. automation, refurbished stations with improved . The Garngad Chord which would allow train services on accessibility as well as renewed rail and tunnel the Cumbernauld line to be diverted from the congested infrastructure. The modernisation is transforming Queen Street high level station to the low-level line. the system and will ensure the Subway remains at . High Speed Rail between Glasgow and Edinburgh to the heart of life in Glasgow for future generations. support the promotion of Scotland’s central belt as an integrated area for economic development. This could link to a future Anglo-Scottish high speed rail network. . The redevelopment of Glasgow Queen Street to accommodate longer trains and a predicted increase from 20 million to 28 million passengers a year by 2030. . Relocated High Street station to allow access for mobility impaired, a more attractive entrance to the city centre Subway Station and better integration with other transport modes. Illustration, SPT

Page 36 Glasgow City Centre Transport Strategy Minimising the Impact of Private Cars

Traffic Management

Traffic will still require access to the city centre but measures will be put in place to manage demand, particularly where congestion and high levels of traffic create ‘pressure hotspots’ as outlined in Chapter 3. Where congestion remains an issue attempts will be made to minimise the impact this has by encouraging the use of other modes of transport on nearby Avenues, Cycle Routes and Bus Corridors instead.

To support the role of the nine districts across the city centre, traffic flows will be managed to discourage through trips through the heart of the city centre by making through routes more circuitous and less appealing to drivers. Instead, people will be encouraged to stay within the area of their point of entry to the city centre supporting the function of each district as a distinct location and destination in its own right.

Indicative Entry Point Encourage Parking at the Periphery of the City Centre

Closely related to this will be encouraging people to park their cars at the periphery of the city centre. This will be encouraged by using signage to direct people approaching the city centre to their nearest car park reducing the number of people travelling through or around the city centre to reach a car park. The transfer of some on-street parking to cycle lanes will also help to encourage the use of the existing off-street car parks which are available at the periphery of the city centre. The Council will not grant permission for temporary off-street car parks and will limit overall off-street car parking to existing levels. Access to the city centre for essential users like residents, blue badge holders and for servicing will be maintained.

Page 37 Glasgow City Centre Transport Strategy 6.

IntroductionDelivering the Transport Strategy Overview of Delivery

This chapter proposes how the transport concepts described previously will be delivered in the city centre. The key delivery measures set out in this chapter include: . Avenues: a network of high quality streets that support a range of functions and access by a variety of modes of transport; . Pedestrian Infrastructure: improving the wider pedestrian network in the city centre; . Cycle Routes and Infrastructure: a network of linked cycle routes and supporting infrastructure like cycle storage and hire bikes; . Bus Corridors: a set of coordinated bus corridors that enable access to the city centre whilst minimising the impact of buses upon it; . Traffic Management & Parking: reducing through traffic by facilitating access to car parks via peripheral access routes whilst still allowing access for essential users like residents, blue badge holders and for servicing. A 20mph speed limit across the city centre. . Complementary Measures: a range of additional measures to support travel in the city centre including improved signing, Low Emission Zones / Air Quality Management Zones, improved information provision, integrated ticketing, integration across modes and partnerships with local transport operators.

Options have been set out for a number of key locations in the city centre including Argyle Street, Queen Street, George Square, Cathedral Street, Union Street, Hope Street, Gordon Street, West Nile Street and Trongate. At this stage all these proposals are still in draft and comments are consequently invited on all of them.

All traffic management options and many of the cycle route and bus corridor options would be subjected to statutory consultation processes prior to implementation. At this point, the specific details of each scheme would be available for further consultation and comment.

Page 39 Glasgow City Centre Transport Strategy

Overview of Delivery

Other options have also been considered but have been sifted out as being unfeasible. This has been based on the findings of the STAG appraisal and previous studies. Further details about the reasons for these options being sifted out can be found in the separate STAG Report and the documents that support it.

For example, the potential for river transport on the Clyde was subject to an extensive study previously but was deemed unfeasible at this time on the grounds of cost. The appraisal showed that a river bus could deliver limited positive benefits and that journey times may be uncompetitive compared to existing land-based public transport. In addition, to provide a level of service that may be sufficient to attract passengers from land-based public transport it could require extensive investment in infrastructure and vessels. Therefore, river transport is not regarded as a priority at this time but will continue to be kept under review as a potential intervention in the future.

Page 40 Glasgow City Centre Transport Strategy Avenues

A series of linked Avenues running from east to west and north to south are Location of Avenues proposed including: . Candleriggs . George Street (via George Square) . Gordon Street . Sauchiehall Street . West Campbell Street . West Nile Street These streets have been identified as particularly suited to conversion to Avenues due to their existing character, levels of traffic, ability to connect across the city centre and links they provide to key locations in the city centre like the shopping facilities on Sauchiehall Street and Buchanan Street as well as the main transport hubs at Glasgow Central Station, Queen Street Station and Buchanan Bus

Avenue Station. In the case of Sauchiehall Street,

Pedestrianised Areas this will also support its role in the night- time economy.

Page 41 Glasgow City Centre Transport Strategy Pedestrian Infrastructure

Wider Pedestrian Improvements

Improvements will be made to the pedestrian environment in the city centre to make it both attractive and safe for all people, including those with mobility problems, to move around. This will be achieved by providing enhanced pedestrian facilities at key locations including wider footways, dropped kerbs at every junction to ease crossing and raising the road level to the same as the pavement at the entry to lanes so pedestrians are seen to have a more obvious right of way. A review of pedestrian crossing green times at signalised junctions will also be undertaken with extra time given to pedestrians where this is appropriate and it will not significantly adversely affect traffic flows.

In particular, improved pedestrian infrastructure will be targeted on key walking routes where problems have been identified including Hope Street, Queen Street, Cathedral Street and Union Street.

Page 42 Glasgow City Centre Transport Strategy Cycle Routes and Infrastructure

The proposed Cycle Routes include: . Candleriggs Location of Cycle Routes . George Street (via north of George Square) . Miller Street . Sauchiehall Street . West Campbell Street . West Nile Street

These Cycle Routes were selected to closely mirror the Avenues, create a coordinated network of routes through the city centre and to link into the existing cycling routes which are already available at the periphery of the city centre enabling continuous movement for cyclists throughout the area. They also reduce the extent to which cyclists face steep Existing On-Street Cycling gradients, which are a particular issue on

Existing Off-Street Cycling north to south routes, with West Campbell

Pedestrianised Areas Street and West Nile Street being chosen

Proposed Cycle Route to minimise these impacts.

Page 43 Glasgow City Centre Transport Strategy Cycle Routes and Infrastructure

Supporting Cycle Infrastructure

As well as the specified Cycle Routes there will also be improvements to cycling infrastructure on other key cycling corridors across the city centre. These will mainly be to upgrade the existing infrastructure where necessary and to fill in any local gaps in the city centre cycling network.

To further encourage people to cycle there will be a rollout of cycle storage at transport hubs like train stations and bus interchanges. This will also help to facilitate transport integration.

A Mass Automated Cycle Hire (MACH) scheme is being implemented in the city centre with 400 bikes at 31 stations around the city, 18 of which will be located in the city centre.

Page 44 Glasgow City Centre Transport Strategy Bus Corridors

Overview of Bus Options

In this consultative draft strategy a number of various bus corridor options remain viable and under consideration. Some options are stand alone as they can be introduced without impacting on the implementation of Existing Bus Gate other options and these are presented for Fastlink Route consideration first. However, some options Pedestrianised Areas would have wider impacts or are either / or Proposed Bus Gate options for a particular location. These types Indicative Bus Corridors of options particularly affect two locations which are: However, as buses operate in a deregulated market, operators are free to choose which routes they run and can only therefore be encouraged . Argyle Street / Queen Street; and to make use of corridors where passenger demand is at its greatest. . Cathedral Street . To support the efficient operation of the key bus corridors a review of All have been subjected to traffic modelling. bus stop usage will also be undertaken to identify whether there is Overarching these options is the aim of scope to rationalise stops or reduce the number of services using each creating a set of linked, streamlined north to stop. south and east to west bus corridors that Finally, implementation of the Fastlink route, as described in Chapter 2, enable buses to cross the city centre in all is assumed as a constant in all scenarios. Supporting measures like bus directions whilst minimising congestion and gates are proposed with one being approved for Nelson Mandela Place environmental impacts created. and proposals for Oswald Street and Renfield Street respectively.

Page 45 Glasgow City Centre Transport Strategy Bus Corridors

In order to overcome congestion and Union Street Bus Hub overcrowding at bus stops on Union Street an enhanced bus hub would be provided to allow it to handle the high volumes of passengers and buses that use the stops between Gordon Street and Argyle Street. Existing Union Street – too many buses at This would involve increasing the number of stops cause congestion bus stops on Union Street between Gordon Street and Argyle Street from three to six.

The bus stops could be set out in a ‘saw tooth’ arrangement like the example from Liverpool. This would provide easier access to the stops and only one bus would be able to use a stop at a time which would require reduction in buses using Union Street. To achieve this some services could be re- routed with potential alternative routes set Proposed Union Street – develop bus hub Proposed Bus Gate like this one in Liverpool out later in this chapter. Bus Hub Area To provide enough space to introduce the bus hub with sufficient room for waiting passengers as well it would be necessary to reduce Union Street to one lane of traffic southbound. A bus gate is therefore proposed on Renfield Street south of the junction with St Vincent Street which would limit general traffic further south on Union Street reducing congestion.

Page 46 Glasgow City Centre Transport Strategy Bus Corridors

The possibility of developing a bus hub next to the St Enoch Centre on the existing Stockwell Place car park will be investigated. This offers potential to greatly Stockwell Place Bus Hub improve transport integration as it is located immediately beside Argyle Street railway station.

A bus hub at this location would complement some of the other bus corridor options proposed particularly those focussed around Argyle Street, Howard Street and Trongate. However, implementation of this option would be subject to reaching satisfactory agreements with landowners. One of the main benefits of this option would be to reduce the number of through routes in the city centre by terminating services here although this could only be achieved with the cooperation of bus operators.

St Enoch Centre

Bus Gate

Bus Hub Area

Existing Stockwell Place car park – potential location for a new bus hub

Page 47 Glasgow City Centre Transport Strategy Bus Corridors

Restrict Access to Trongate

This restriction of access to Trongate would involve the introduction of a bus gate at the western and eastern entry points that would only allow buses, cycles, taxis and emergency vehicles to enter Trongate at these locations. General traffic would still be able to access Trongate from the side streets but it wouldn’t be able to use it as a through route. The intention is to improve the environment around Trongate and make it a more attractive place to work, shop, do business and spend leisure time.

St Enoch The introduction of this option also offers potential to Centre complement the proposed Stockwell Place Bus Hub by

Potential Bus Gate making it easier for buses to approach and leave the hub.

Bus Gate

Bus Hub Area

Page 48 Glasgow City Centre Transport Strategy Bus Corridors

There are a number of potential options for buses in the Argyle Street Option 1 – Bus Access to Argyle Street area. The first of these would involve Pedestrianised Section reopening the existing pedestrianised area between Queen Street and Glassford Street to buses. This section would only be available to eastbound buses with westbound buses making use of Howard Street or Ingram Street and St Vincent Street. The use of the pedestrianised area could also be restricted to high quality buses only.

The main benefit offered by this option would be to ease and simplify traffic movements in the area as currently St Enoch Centre eastbound buses are required to route firstly north on Queen Street, then east on Ingram Street then south via Glassford Street / Stockwell Street. This causes lengthy journey times and can delay services. Another benefit is potential complementary links to the Stockwell Place Bus Hub option.

Bus Gate

Bus Hub Area However, a major disbenefit would be the loss of the

Westbound Buses pedestrianised environment on Argyle Street which would

Eastbound Buses reduce the attractiveness of the area as a place to work, shop and spend leisure time.

Page 49 Glasgow City Centre Transport Strategy Bus Corridors

The second option for Argyle Street would reverse the flow of traffic Argyle Street Option 2 – Reverse Flow of on Queen Street and Argyle Street as far as Union Street. This would Buses on Queen Street and Argyle Street enable buses to travel southbound on Queen Street and westbound

Bus Gate on Argyle Street. The flow of buses would also be reversed on Howard

Bus Hub Area Street enabling them to travel eastbound.

WestboundPage 50 Buses

Eastbound Buses Its purpose would be to provide an alternative route to Renfield Street Southbound Buses / Union Street for southbound buses. To enable this buses could divert Proposed Bus Gate off of Renfield Street at West George Street and use the proposed bus gate on Nelson Mandela Place to access George Square. Here buses would proceed southbound via a contraflow bus lane linking on to Queen Street.

This would help to relieve pressure on the congested section of Union Street next to Glasgow Central by providing an alternative route for southbound buses through areas of high passenger demand and would also increase public transport coverage in the city centre. The major advantages are reduction in traffic stages at the Argyle Street / Union Street / Jamaica Street junction to reduce accidents, removal of the contraflow bus lane on Jamaica Street to improve footways and St Enoch local business access and the possibility to extend bus stops on Union Centre Street to provide better spacing. The drawback would be that journeys would be more convoluted and journey times may be longer.

Page 50 Glasgow City Centre Transport Strategy Bus Corridors

Another option affecting Argyle Street would be the Argyle Street Option 3 – Bus Access to Miller reopening of Miller Street to allow buses to travel Street and across Pedestrianised Section of southbound and cross the pedestrianised section of Argyle Argyle Street Street to access Osborne Street. This would cut out the need for buses to take a circuitous route via Queen Street, Ingram Street and Glassford Street / Stockwell Street as they currently do.

This option also offers potential to tie in with both the Stockwell Place Bus Hub and / or Argyle Street Option 1 – Bus Access to Pedestrianised Section as well. In the case of the latter, this would open up opportunities for buses to head southbound on Miller Street then eastbound on Argyle Street.

However, whether implemented in isolation or alongside other options this solution would have a negative impact on St Enoch Bus Gate Centre the pedestrianised area of Argyle Street by re-introducing Bus Hub Area traffic to this environment. Although this would be Westbound Buses minimised if the option was implemented on its own as Eastbound Buses buses would only be crossing the pedestrianised section at Southbound Buses one location.

Page 51 Glasgow City Centre Transport Strategy Bus Corridors

The final option for Argyle Street would involve diverting both eastbound and westbound buses via Howard Street Argyle Street Option 4 – Pedestrianise Argyle and removing them from Argyle Street altogether. This Street between Queen Street and Union Street would allow the extension of the pedestrianised area on Argyle Street to the west to include the section between Queen Street and Union Street.

To enable two-way flows of buses on Howard street it may be necessary to widen the road at the pinchpoint below. This would require further investigation as the option was developed in more detail. St Enoch Centre This option also offers potential to

complement the development of a Stockwell Place Bus Bus Gate Hub by focussing

Bus Hub Area bus services at this

Westbound Buses location.

Eastbound Buses The main drawback would be the increased walking Potential Bus Gate distance to the main shopping area.

Page 52 Glasgow City Centre Transport Strategy Bus Corridors

Bus Only Eastbound Cathedral Street Options Alternative Motorway Routes Cathedral Street is a gateway and major bus

Express Bus Re-routing corridor but faces issues arising from its position as

Pavement Widening a key route between the city centre and the M8 leading to high traffic flows causing pedestrian severance between the north and south sides of the street. Strathclyde University set out aspirations in their Campus Plan 2011 to move the focus of the University north to centre around Cathedral Street as part of a wider strategy to develop a Learning Quarter in the area. This places more emphasis on reducing severance from Cathedral Street. There are no easy solutions to the problems on Cathedral Street. It will require a long-term strategy of complementary measures to address these issues. Potential strategy components include: . Narrow the road and widen the pavement on the southern side of the road to increase space for pedestrians; . Restrict traffic to buses only eastbound along Cathedral Street to reduce the amount of demand; . Encourage express buses which don’t stop at the bus stops on Cathedral Street to use alternative routes; . Encourage motorway traffic to route via Dobbie’s Loan and / or Baird Street rather than Cathedral Street; . A bus hub facility in the vicinity of Stirling Road and Castle Street

Page 53 Glasgow City Centre Transport Strategy Bus Corridors

Related to this is the reconstruction of the weight restricted Cathedral Street Bridge located at the rear of Queen Street Station. The existing arrangement allows westbound buses only to use Cathedral Street Bridge Cathedral Street Bridge and this is controlled by a bus gate as shown below. The bridge reconstruction offers scope for this route to be opened up to two-way traffic again which could potentially be restricted to buses only in either direction.

Opening the route up to two-way bus flows would enable some bus services to be re-routed from George Square which could improve the environment in this area and may complement redevelopment proposals.

However, it could have a negative impact on Buchanan Street as the additional traffic could cause severance for pedestrians particularly near

Bus Gate the main entrance to

Westbound Buses Buchanan Galleries. It could

Eastbound Buses also cause conflict with cars entering and exiting the Buchanan Galleries car park.

Page 54 Glasgow City Centre Transport Strategy Bus Corridors

Bus Corridor Options Appraisal

The main bus corridor options have been tested using transport modelling with the findings as follows: . Restrict Access to Trongate: the removal of general traffic from Trongate reduces the congestion at High Street but has little overall impact on bus journey times; . Argyle Street Option 2 – Reverse Flow of Buses on Queen Street and Argyle Street: the reversal of direction of travel on Argyle Street and Queen Street and alteration to Howard Street creates benefits to certain buses, particularly southbound. However, there is additional congestion created elsewhere due to general traffic re- routing as a result of these measures, notably on Clyde Street in the morning and High Street in the evening; . Argyle Street Option 3 – Bus Access to Miller Street and across Pedestrianised Section of Argyle Street: the bus lanes at George Square, Queen Street and Miller Street produce benefits to bus journey times for southbound services, but re-routing of general traffic along northbound and southbound routes occurs as restrictions are placed upon Renfield Street and Oswald Street; . Argyle Street Option 4 – Pedestrianise Argyle Street between Queen Street and Union Street: the closure of Argyle Street and Queen Street and the removal of general traffic from Howard Street causes significant re- routing within the city centre causing congestion at a number of locations, notably at High Street / Saltmarket, Broomielaw / Oswald Street and Clyde Street / Jamaica Street.

All the options were tested assuming the implementation of the Avenues and Cycle Routes as well as Fastlink. The Avenues and Cycle Routes were generally found to increase journey times and decrease average speeds for general traffic on affected corridors with some re-routing as well. The modelled Fastlink bus service benefitted from improved journey times under all scenarios. The introduction of bus gates on Renfield Street and Oswald Street provided benefits to buses on these corridors but led to re-routing and longer journey times for general traffic.

Page 55 Glasgow City Centre Transport Strategy

Traffic Management and Parking

Traffic management measures in the city

Existing Bus Gate centre are mainly linked to the proposed Access to Peripheral Car Parks Access to Car Park bus corridors and include a number of bus

Pedestrianised Areas gates that only allow access for buses,

Proposed Bus Gate taxis, cycles and emergency vehicles. They

Potential Bus Gate provide a dual role of delivering bus priority whilst also managing the demand from private traffic on key sections of the road network around the city centre. This helps to reduce the conflicts between buses and private traffic as well as discouraging through routing across the city centre.

Cars will be encouraged to park at the periphery of the city centre at the existing off-street car parks which are available. The adjacent map shows routes to car parks from the periphery taking into account the traffic management changes proposed to reduce cross city movements. Access to all car parks will be maintained as shown on the map.

Page 56 Glasgow City Centre Transport Strategy Traffic Management and Parking

To enable access to the peripheral car parks it is likely that the main traffic routes around Peripheral Access Routes the edge of the city centre will be required to carry additional traffic. Modelling has Cathedral Street Route shown likely increases in traffic flows on the Peripheral Access Routes main Peripheral Access Routes including: . Cowcaddens Road . Dobbie’s Loan . High Street / Saltmarket . Broomielaw / Clyde Street . Newton Street . Cathedral Street Traffic modelling has suggested potential additional congestion at the periphery of the city centre resulting from the proposed Avenues, Cycle Routes and Bus Corridors. However, these measures will improve accessibility to the city centre and it is expected that congestion would reduce over time as people switch to other modes. As outlined, Cathedral Street faces issues which are not easily resolved. It is also a Peripheral Access Route but given constraints in the area it will be difficult to deliver improvements to access here over and above those set out earlier.

Page 57 Glasgow City Centre Transport Strategy Traffic Management and Parking

Following detailed investigations and speed surveys commenced in 2012, it has 20mph Speed Limit been identified that the introduction of a 20mph speed limit across the majority of the city centre area would be beneficial in managing traffic flows and ensuring safety for all users of the city centre. In practice this will formalise what already occurs across much of the city centre where traffic rarely has an opportunity to exceed 20mph anyway. The introduction of Avenues will also help to reduce speeds.

The speed limit would be posted on signs and on road markings upon entry to the 20mph area but repeater signs would not be placed throughout the city centre as this would cause unnecessary street clutter. There would be no traffic calming measures used to enforce the speed limit 20mph Area as it is not felt that these would be necessary to ensure the speed limit was adhered to.

Page 58 Glasgow City Centre Transport Strategy Traffic Management and Parking

Access for Essential Users Whilst through traffic in the city centre is being discouraged, access will still be maintained for essential users like residents, blue badge holders and for servicing. A review will be undertaken of disabled parking facilities to ensure that parking facilities are adequate and appropriately located. The existing level of disabled parking provision will be maintained as a minimum.

Similarly, a review of loading and servicing bays will be undertaken to ensure that sufficient provision is in place. This will take into account known problem areas where on-street parking causes problems for loading and unloading. As with the review of disabled parking provision, the existing level of loading and servicing will be maintained as a minimum. Finally, access will also be maintained for residents of the city centre. No changes are proposed to existing residents parking arrangements and all the proposed measures will maintain existing access arrangements to the main residential areas in the city centre. Residents will also be able to benefit from the measures being put in place to improve access by sustainable transport.

Page 59 Glasgow City Centre Transport Strategy Traffic Management and Parking

George Square has been the subject of a George Square revamp with the initial phase having seen the previous red surfacing replaced with a new grey surfacing as well as lighting improvements. A second phase is scheduled to take place following completion of the Commonwealth Games in Summer 2014.

The second phase may see wider changes to George Square which could include changes to the circulation of traffic, amendments to on-street parking, closure of one or more sides of the square or creation of a high air quality zone. This could have implications for traffic flows and / or bus routes in this area which would need to be explored in more detail as options are developed. These proposals are still emerging and will be subject to consultation prior to implementation.

Page 60 Glasgow City Centre Transport Strategy Traffic Management and Parking

West Nile Street and Oswald Street Car Park Accesses

Existing Bus Gate As part of the improvements to the pedestrian environment the New Two Way Access to Car Park section of Gordon Street between Union Street and West Nile Pedestrianised Areas Street would be pedestrianised as an extension of the existing Proposed Bus Gate pedestrianisation of Gordon Street. This would have minimal impact on traffic flows around the city centre. However, in order to maintain access to the multi-storey car park on West Nile Street it will be necessary to make West Nile Street two-way between Gordon Street and St Vincent Street. Traffic will consequently enter and exit the car park using St Vincent Street and West Nile Street.

As part of the Fastlink measures a bus gate is proposed on Oswald Street north of Midland Street. This will enable traffic to continue to access the car park on Oswald Street but will prohibit general traffic from travelling northbound on Oswald Street and Hope Street.

Page 61 Glasgow City Centre Transport Strategy Complementary Measures

Complementary Measures

A range of wider complementary measures have also been identified to support the wider objectives, principles and policies of the Transport Strategy. These include: . Improve Signing: to make it easier for people to find their way round the city centre; . Low Emission Zones / Air Quality Management Zones: in the longer term there may be merit in only allowing low emission vehicles into the city centre. This could be supported by measures such as encouraging electric or low emission buses; . Improve Information Provision: make people aware of the transport options available to them for getting in and around the city centre by publicising journey planning facilities like Traveline and ensuring public transport information at stops is kept up to date; . Integrated Ticketing: a range of integrated and SMART ticketing measures, like SPT’s recently introduced measures on the Subway, that will enable travel on a variety of public transport modes; . Integration Across Modes: ensure integration of all modes of transport like walking, cycling, public transport and private transport. This will include integration with possible future infrastructure like rail links to Glasgow Airport, High Speed Rail (HSR) and Glasgow Crossrail; and . Partnerships with Local Transport Providers: to ensure transport services are coordinated.

Page 62 Glasgow City Centre Transport Strategy Complementary Measures

Taxis

Taxis and private hire cars provide a valuable service to the people of Glasgow and those visiting the city centre. They are particularly important late at night when there are fewer transport alternatives available. The limit on the number of licenses available is set annually, based on information collected on any unmet demand for taxis. The Council sets the minimum safety standards for all of Glasgow’s licensed taxis and private hire cars and assesses vehicles to ensure they meet these standards. As well as regular safety inspections on all existing licensed taxis and private hire cars, ad hoc inspections are carried out on vehicles on the streets of Glasgow and legal action is taken against licensees whose vehicles fail to meet the required standard.

The location of taxi ranks is also the responsibility of the Council. The location and design of ranks takes into account the often competing requirements of taxi operators, local residents, businesses, disability groups and the maintenance of traffic flow.

Safer Streets 'Nite Zones' have been operating each weekend in Gordon Street and Sauchiehall Street since 2005 and more than 2 million people to date have been safely marshalled while queuing for night transportation.

Page 63 Glasgow City Centre Transport Strategy Strategy Summary

Introduction

All of the measures set out in the strategy are open to consultation and we welcome feedback and comments upon them. They have all been subject to detailed transport appraisal using the Scottish Transport Appraisal Guidance (STAG) best practice guidance. The options which have emerged from this process and that are presented in this strategy have all been found to offer potential benefits, although some disbenefits are inevitable in developing a balanced Transport Strategy.

All the options have been developed with the intention of resolving the existing and anticipated future problems in the city centre. They have also been appraised to ensure they are consistent with the objectives set out in Chapter 4.

The majority of the strategy components have been developed to the point that a final proposal can be presented in this Consultative Draft Strategy and we are consequently seeking views on the proposals put forward. The exception is the case of the Bus Corridors and, in particular, the options in relation to Argyle Street. As outlined, a number of alternative proposals remain viable for Argyle Street and the local network around the area. Traffic modelling indicates that the bus gates and the various Bus Corridor options will assist in reducing journey times and improving reliability. However, the trade-off for this may be initially be some increase in congestion around the periphery of the city centre although traffic redistribution and switching to other modes of transport is expected to reduce this over time. We are therefore keen to receive feedback on the potential options for Argyle Street to assist in identifying the best solution for bus services in this area.

The proposed strategy delivery measures are summarised in the following table and plan. This is followed by a table showing the link between the strategy delivery measures and the problems they seek to resolve then conclusions and an outline implementation programme.

Page 64 Glasgow City Centre Transport Strategy Strategy Summary

Delivery Measures Options

Avenues . Candleriggs; George Street; Miller Street; Sauchiehall Street; West Campbell Street; West Nile Street.

Pedestrian . Footway enhancements on Hope Street; Queen Street; Cathedral Street; Union Street; Improvements . Pedestrianise Gordon Street between Renfield Street and West Nile Street.

Cycle Routes . Candleriggs; George Street; Miller Street; Sauchiehall Street; West Campbell Street; West Nile Street.

Removal of On- . Renfield Street / Union Street and Hope Street to to accommodate waiting passengers; street Parking . On Bus Corridors and Avenues.

. 20mph Zone; Traffic . Review of loading and servicing bays; Management and Parking . Review of disabled parking provision; . Review and improve signing and information provision.

. Bus Hubs on Union Street and Stockwell Place; Bus Supporting . Bus Gates on Renfield Street and Oswald Street; Measures . Review of bus stop locations and usage on Renfield Street and Union Street.

. Restrict access to Trongate; . Argyle Street Option 1 – Bus Access to Pedestrianised Section; Bus Corridors . Argyle Street Option 2 – Reverse Flow of Buses on Queen Street and Argyle Street; . Argyle Street Option 3 – Bus Access to Miller Street and across Pedestrianised Section of Argyle Street; . Argyle Street Option 4 – Pedestrianise Argyle Street between Queen Street and Union Street.

Page 65 Glasgow City Centre Transport Strategy Strategy Summary

Bus Gate

Bus Hub Area

Avenues

Cycle Routes

Potential Bus Gate

Proposed Bus Gate

Fastlink Route

20mph Area

Pedestrianised Areas

Page 66 Glasgow City Centre Transport Strategy

Strategy Summary

&

Traffic Traffic

Parking

Avenues

Measures

Pedestrian Pedestrian

Bus Corridors Bus

Infrastructure Infrastructure

Cycle Routes & & Routes Cycle

Management Complementary Pedestrian Environment Issues: Poor Pedestrian Environment, Conflicts    with Taxis, Air Quality Issues  Poor Conditions for Cycling: Poor Links between Routes, Safety    Concerns, Gradients Public Transport Network Impacts: Bus Congestion, Bus Stop      Congestion, Cycle & Pedestrian Links Quality of Public Transport Provision: Bus Routes, Railway Stations,   Information, Ticketing Traffic Movement Restrictions: One-way System, Servicing & Deliveries   Traffic Demand Issues: Peak Period Demand  Accidents: Blackspots     Parking: Excess Parking Provision  

Page 67 Glasgow City Centre Transport Strategy Strategy Summary

Conclusions

The proposed strategy has been developed to address the identified problems and achieve the objectives set out in Chapter 4. It is proportional to the problems that have been identified and does not suggest any actions that are out of step with the scale of issue that needs addressed.

It is not possible to reconcile all the competing interests and to resolve all the transport problems in the city centre and a balanced approach is consequently required. The strategy has been developed to reflect the tone of the consultation It is important to note that it may not be possible responses received to date which indicated a desire for to deliver all the various aspirations in the city improvements to pedestrian, cycling and public transport centre. The strategy seeks a balance that will facilities in the city centre. The trade-off for improving facilities deliver benefits across the city centre and that for these modes is some potential disbenefits for general traffic, will resolve the main problems that have been particularly in the form of potential increased congestion identified through consultation and analysis. At around the periphery of the city centre. This also conflicts with this stage, the proposals set out are for some aspirations for the city centre like aims to reduce consultation and comments are invited on them. severance between the city centre and the river and Details about how responses can be submitted improvements to . are provided on Page 5.

Page 68 Glasgow City Centre Transport Strategy Timeframe for Implementation

Lifetime of the Strategy

The strategy covers a 10 year period and subject to funding and statutory processes the aim is for the majority of actions set out within it will be implemented within this period. An indicative timeframe for implementing these actions is shown below. Further long term aspirations will also be considered as the strategy is implemented. For example, a city centre distributor bus service is a long-term aspiration which will be kept under consideration. Short Medium Long

Up to 2.5 years Between 2.5 and 5 years Over 5 years

. Cycle Infrastructure . Avenues . Integration Across Modes . Access to Peripheral Car Parks . Wider Pedestrian Improvements . Low Emission Zones / Air . 20mph Speed Limit . Cycle Routes Quality Management Zones . Review of Disabled Parking . Stockwell Place Bus Hub . City Centre Distributor Bus . Review of Servicing . Restrict Access to Trongate . Gordon Street Pedestrianisation . Argyle Street Bus Corridor . Improve Signing Options 1 to 4 . Improve Information Provision . Cathedral Street Options . Partnerships with Local . Integrated Ticketing Transport Providers . Union Street Bus Hub . Renfield St & Oswald St Bus Gates

Page 69 Glasgow City Centre Transport Strategy 7.

IntroductionMonitoring and Evaluation Monitoring and Evaluation

Performance Indicators

A set of Performance Indicators linked to the established Objectives set out in Chapter 4 have been developed to allow monitoring and evaluation of the Transport Strategy to be undertaken following implementation. These will allow a measure of how successful the strategy has been in achieving the Objectives and are set out below.

Performance Indicator Obj 1 Obj 2 Obj 3 Obj 4 Obj 5 1. Total demand by mode for trips to and from city centre  2. Air quality / emissions in city centre  3. Road congestion in city centre   4. Bus journey times through city centre   5. Accessibility to city centre   6. Road traffic accidents  7. Safety and security travelling in city centre  

Page 71 Glasgow City Centre Transport Strategy Monitoring and Evaluation

Timescales and Reporting

A two pronged approach to monitoring and evaluation of these indicators will be undertaken including: . Process Evaluation: this is conducted at an early stage in the existence of a strategy and is primarily concerned with how well the strategy is being implemented; and . Outcome Evaluation: this is conducted once the strategy has been implemented for a sufficient period to enable an examination to be undertaken of actual performance against identified targets.

The proposed timescales for carrying out these evaluations are: . One year after publication of the strategy a process evaluation will be undertaken to identify if the strategy is being implemented as intended and to set in place any remedial measures required; and . Three years after publication of the strategy an outcome evaluation will be undertaken to assess the extent to which the strategy is achieving the targets and objectives set. This process will also be used to identify the next suitable period at which to undertake subsequent monitoring and evaluation – this may be when the strategy is due for review, at another interim interval or may not be required at all if the strategy has been fully and effectively implemented. These activities will also be fully informed by consultation with key stakeholders affected by the implementation of the strategy.

The findings from these evaluations will be presented in Monitoring and Evaluation Reports.

Page 72 Glasgow City Centre Transport Strategy SYSTRA Glasgow Seventh Floor, 78 St Vincent Street Glasgow G2 5UB T: +44 (0)141 225 4400