proposed firhill partnership centre –...

Proposed Firhill Partnership Centre – Edinburgh

Transport Statement

Client: Hub SE Scotland Ltd

Date: January 2014

Project: 20635

Goodson Cole Transportation 53 Melville Street Edinburgh EH3 7HL Email: [email protected] Web: www.goodsons.com Tel: 0131 226 2044 Fax: 0131 226 3107

Firhill TS

mailto:[email protected]

http://www.goodsons.com/

Document Reference: t:\documentstore\20635\docx\firhill ts.doc

Version Number: First Issue

Signature Date

Prepared by: David Cole

10/01/2014

Checked by: David Cole

17/01/2014

Firhill TS

Firhill TS

Contents Page

1 ............................................................................................................................................1 Introduction

2 .................................................................................................2 Transport Planning Policy Context

3 .....................................................................................................................9 Existing Transport Links

4 .................................................................................................................. 10 Development Proposals

5 .............................................................................................................. 12 Summary and Conclusion

Appendices

Appendix A: Drawings

Transport Statement, Proposed Firhill Partnership Centre – 20635

1 INTRODUCTION

General

1.1 Goodson Cole Transportation (GCT) has been commissioned by Hub SE Scotland Ltd to prepare a Transportation Statement (TS) in support of a planning application for the development of the Firrhill Partnership Centre in Edinburgh.

1.2 The TS has been undertaken in accordance with the Scottish Government’s publication, “Scottish Planning Policy (SPP – February 2010),” “Planning Advice Note (PAN) 75: Planning for Transport (August 2005)” and “Transport Assessment and Implementation: A Guide (August 2005).”

1.3 The TS takes due cognisance of City of Edinburgh Council’s (CEC) Local Transport Strategy (2007-2012), ‘Edinburgh City Local Plan’ (2010), and the Scottish Government’s ‘Scotland’s National Transport Strategy’ (2006).

1.4 In accordance with existing policies and guidance, sustainable development principles have been adopted to ensure that the proposed development can be accessed by all transport modes with priority given to access by walking, cycling and public transport.

Consultation

1.5 The general content, technical parameters and the methodology forming the basis of this TS have been agreed with transportation officers at the CEC’s City Development Department. GCT would like to acknowledge the assistance and input of CEC in the preparation of this report.

1.6 This report has also been informed by site visits undertaken by GCT and a desktop research exercise.

Report Content

1.7 The TS report for the proposed development addresses the following transport issues: Assessment of the existing accessibility of the site by all transport modes; Details of the various elements of the proposed development; and Measures to support the proposed development to achieve sustainable travel

patterns.

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2 TRANSPORT PLANNING POLICY CONTEXT

Scottish Planning Policy

2.1 The Scottish Planning Policy sets out the Scottish Government’s policy on land use planning. Paragraph 37 states that ‘the planning system has an important role in supporting the achievement of sustainable development through its influence on the location, layout and design of new development.’

2.2 Paragraph 38 indicates that decisions on the location of new development should: promote regeneration and the re-use of previously developed land, reduce the need to travel and prioritise sustainable travel and transport

opportunities, promote the development of mixed communities, take account of the capacity of existing infrastructure, promote rural development and regeneration, and prevent further development which would be at risk from flooding or coastal

erosion.

2.3 Paragraph 39 states that decisions on the layout and design of new development should: encourage the use of and enable access to active travel networks and public

transport, promote the efficient use of land, buildings and infrastructure, encourage energy efficiency through the orientation and design of buildings,

choice of materials and the use of low and zero carbon generating technologies,

support sustainable water resource management, support sustainable waste management, consider the lifecycle of the development, encourage the use of sustainable and recycled materials in construction, and support habitat connectivity.

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2.4 Paragraph 165 of SPP states that ‘reducing emissions from transport sources as a contribution to achieving Scottish Government greenhouses gas emission targets requires a shift to more sustainable modes of transport. For people this means a shift from car-based travel to walking, cycling and public transport. For goods it means a shift from road to rail and water based transport wherever possible’ and goes on further to state that ‘the planning system should support a pattern of development which reduces the need to travel, facilitates travel by public transport and freight movement by rail or water, and provides safe and convenient opportunities for walking and cycling.’

2.5 Paragraph 167 of SPP states that ‘development should be supported in locations that are accessible by walking, cycling and public transport, making best use of or adding to existing networks and creating new networks.’

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2.6 Paragraph 168 of SPP states that ‘a transport assessment should be carried out where a change of use or new development is likely to result in a significant increase in the number of trips’. Also ‘planning permission should not be granted for significant travel generating uses in locations which would encourage reliance on the private car and where: direct links to walking and cycling networks are not available or cannot be

made available, access to public transport networks would involve walking more than 400m, it would have a detrimental effect on the capacity of the strategic road and/or

rail network, the transport assessment does not identify satisfactory mechanisms for

meeting sustainable transport requirements.

2.7 Paragraph 171 states that ‘the availability of parking can have an important influence in reducing reliance on the car. Planning authorities should apply maximum parking standards to on-site parking at new development to encourage modal shift. Parking restraint policies should be supported by measures to promote the availability of high quality public transport services.’

2.8 Planning Advice Note 75 (PAN 75) further reinforces the objectives of SPP. Paragraph 7 states that ‘new development is to be user focused and for the transport element to promote genuine choice, so that each mode contributes its full potential and people can move easily between different modes’.

Scotland’s National Transport Strategy

2.9 Scotland’s National Transport Strategy (NTS) sets out the Scottish Government’s policies and strategies for transport in Scotland. The strategy maps out the long-term future for transport in Scotland aimed at providing ‘integrated, modern, reliable and environmentally friendly transport choices’.

2.10 The Strategy document sets out five high level objectives: Promote economic growth by building, enhancing managing and maintaining

transport services, infrastructure and networks to maximise their efficiency; Promote social inclusion by connecting remote and disadvantaged

communities and increasing the accessibility of the transport network; Protect our environment and improve health by building and investing in

public transport and other types of efficient and sustainable transport which minimise emissions and consumption of resources and energy;

Improve safety of journeys by reducing accidents and enhancing the personal safety of pedestrians, drivers, passengers and staff; and

Improve integration by making journey planning and ticketing easier and working to ensure smooth connection between different forms of transport.

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2.11 Paragraph 58 identifies that ‘access to affordable high quality public transport is particularly important for certain groups,’ and ‘those seeking to get into education, training or employment, access is particularly vital to enable them to become and remain more economically active’.

2.12 The Strategy will also seek to ‘actively promote SMART measures such as travel plans, and high quality travel information to encourage more sustainable travel’.

The Scottish Government’s, ‘Designing Streets’

2.13 ‘Designing Streets’ is the first policy statement in Scotland for street design and sits alongside Designing Places, and set out the government’s aspirations for design and the role of the planning system in delivering these.

2.14 Together, they are the Scottish Government’s two key policy statements on design and place making, similar to the Department for Transport’s, ‘Manual for Streets’ and its recent replacement, ‘Manual for Streets 2’. Both these documents are national planning policy and are supported by a range of design-based Planning Advice Notes (PANs).

2.15 ‘Designing Streets’ updates and replaces PAN 76, ‘New Residential Streets,’ marking a distinct shift in raising the importance of street design issues.

SEStran Regional Transport Strategy (2008-2023)

2.16 South East Scotland Transport Partnership (SEStran) is one of seven new statutory Regional Transport Partnerships which were established to provide a regional perspective on transport in Scotland. SEStran consists of the Clackmannanshire, City of Edinburgh, East Lothian, Falkirk, Fife, Midlothian, Scottish Borders and West Lothian Council areas.

2.17 The purpose of the Regional Transport Strategy is to set out a clear framework for the future direction of investment in, and management of, transport in the SEStran area for the 10-15 year strategy period. It was developed to ensure that all residents of the SEStran area are able to share in its economic success, by widening access to opportunities in health, employment / training, education, leisure and culture. Targeted measures developed as part of the strategy have been aimed at addressing those geographical areas and groups in society who are disadvantaged by poor access to key services and other opportunities.

2.18 The two main aspects: the sustainable development of the area in a less car-dependent manner, and the widening of access for all areas and groups form the core of the RTS.

Edinburgh City Local Plan (2010)

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2.19 The Finalised Edinburgh City Local Plan sets out the Council’s detailed development strategy. Section 9 sets out its transport policies.

2.20 Policy TRA 1 seeks to promote land uses and transport planning principles that encourage and support the use of land in highly accessible locations for predominantly people-based development and ensure account is taken of the need to provide proper provision for walking, cycling and public transport.

2.21 Policy TRA 2 seeks to secure through the use of planning agreements, for consented major traffic generating development: The preparation and monitoring of a travel plan; New or improved pedestrian and cycle access and facilities in the vicinity of the

site; New or improved public transport access, including the provision of

infrastructure and / or financial support for services and the development of the Edinburgh tram network;

Changes to the surrounding road network including traffic management where necessary to accommodate the generated traffic and parking predicted for the development without incouraging greater car use etc; and

Any other considerations identified in a development transportation assessment.

2.22 Policy TRA 4 considers development car parking, stating that planning permission can be granted for development where the provision complies and does not exceed the requirements set out in supplementary planning guidance and that lower provision may be considered in certain circumstances.

2.23 Policy TRA 5 considers development cycle parking, stating that planning permission can be granted for development where the cycle parking and storage provision made meets the requirements set out in supplementary planning guidance.

2.24 Policy TRA 6 sets out the design consideration for off-street car and cycle parking where they are required or are considered to be acceptable by the planning authority.

2.25 Policies TRA 7 through 15 deal with detailed infrastructure proposals and policy requirements of the LTS and Structure Plan needed in Edinburgh to provide for its growth requirements and assist the development of more sustainable patterns of travel.

2.26 Edinburgh’s Local Transport Strategy (2007 – 2012)

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2.27 Edinburgh’s Local Transport Strategy sets out the Council’s approach to ensuring that appropriate infrastructure and transport connectivity is in place to support the economy of the Edinburgh city region. It provides a framework to ensure the actions taken by the Council to manage and improve the transport system are consistent and integrated with each other, while providing maximum choice for transport users – balancing the sometimes conflicting needs of motorists, public transport users, pedestrians and cyclists.

2.28 The vision for transport adopted by the Council is that: “Edinburgh aspires to be a city with a transport system that is accessible to all

and serves all. The transport system should support a sustainable and prosperous economy. It should contribute to better health, safety and quality of life of all Edinburgh’s citizens and visitors, particularly children, the elderly and disabled people.

The Council will seek to maximise people’s ability to meet their day to day needs within short distances that can easily be undertaken without having to rely on a car. The city should develop and grow in a form that reduces the need to travel longer distances. Choice should be available for all journeys within the city.”

2.29 A number of key objectives have been set which inform the specific objectives and policies (including land use planning) that will help achieve this vision, viz: To facilitate reliable and convenient access to the city and movement within it,

in particular by reducing congestion; To increase the proportion of journeys made on foot, by cycle and by public

transport; To implement the Edinburgh tram project; To reduce the need to travel, especially by car; To reduce the adverse impacts of travel, including road accidents and

environmental damage; To recognise the many roles that streets have for the community – as places

that people live and work, as areas that people meet, shop and relax, as a setting for the city’s built heritage, as well as routes for movement whether by car, bus, bicycle or on foot;

To improve the ability of people with low incomes and of people with mobility impairments to use the transport system; and

To ensure that the road, footway and cycle network are of a standard suitable for safe and comfortable movement.

Scottish Government’s, ‘Transport Assessment and Implementation: A Guide (TAIG)’

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2.30 This document accompanies SPP and PAN 75 and is intended to provide a good practice guide for the transport assessment of new development and redevelopment. The document provides a general guide to transport assessments and some detailed information on criteria that should be considered.

Summary

2.31 Both Local and National Government policy highlight the need to consider sustainable transportation modes when considering the likely impacts of development proposals.

2.32 The promotion of public transport is seen as key to providing an access strategy for new development, with walking and cycling taking an important role.

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3 EXISTING TRANSPORT LINKS

The Site

3.1 A location plan is contained in Appendix A and illustrates the location of the site in relation to the surrounding urban environment. An audit of existing pedestrian, cycling and public transport facilities in the vicinity of the site was undertaken. The remainder of this chapter provides an assessment of the existing travel options and infrastructure available for accessing the site.

Pedestrian and Cycling Accessibility

3.2 The proposed site is well located in relation to the existing footway network. There are footways on all the surrounding roads which are typically 2 – 2.5m wide.

3.3 A Puffin pedestrian crossing is located on Colinton Mains Drive immediately adjacent to the proposed partnership building entrance.

3.4 On-street cycle lanes are provided on Colinton Mains Drive, both to the north and south of the development site.

Public Transport

3.5 The development is very accessible by local bus services with bus stops located approximately 1 minutes (100 metres) from the site on Colinton Mains Drive. The bus services with routes currently using the bus stops on Colinton Mains Drive are summarised by Table 3-1 below.

Table 3-1 Summary of Bus Services for the Station Road Site

Bus Service Route Bus Operator

Frequency – Minutes

(Mon-Fri, 0700-1900)

Frequency – Minutes

(Saturday)

4 Hillend – Haymarket – The Jewel Lothian 15 20

18 Gyle Centre – Royal Infirmary Lothian 60 60

27 Siverknowes – Hunters Tryst Lothian 10 15

27 Edinburgh - Bathgate First 20 20

Site Access

3.6 The site is accessed via a priority junction with a right turn ghost island layout. The junction is located approximately 55m north of the Tesco access roundabout on Colinton Mains Drive.

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3.7 A site visit was undertaken on Monday 13th January between 08.30 and 09.00 to observe the interaction between the access junction and the Tesco roundabout.

3.8 The observations didn’t highlight any operational difficulties with the current access arrangements. Southbound traffic on Colinton Mains Road did occasionally queue beyond the site access, which would have potentially blocked ingress and egress. However there were no actual conflicts observed.

3.9 It may be prudent to introduce a “Keep Clear” marking to diag 1026 of the TSRGD or a yellow box marking to diag 1044 at the site entrance to minimise the risk of potential conflict.

4 DEVELOPMENT PROPOSALS

Site Description

4.1 The proposed Firrhill Partnership Centre brings together a range of primary care and community services on the site, currently owned by City of Edinburgh Council, adjacent to the existing Firrhill Medical Practice.

4.2 The building provides new accommodation for two GP practices – the Craiglockhart Medical Group and the Firrhill Medical Practice, Community Primary Care, as well as an administrative office base for the various services.

4.3 The existing Firrhill Medical Practice building will be converted to provide a daycare centre in the future.

4.4 The accommodation includes: Firrhill Medical Practice Craiglockhart Medical Group (replacing Craiglockhart and Oxgangs Surgeries) Physiotherapy Podiatry Paediatric Services Community Nursing Community Mental Health Administration offices - NHS and Edinburgh City Council Cycle and car parking.

4.5 The development site will be accessed via the existing access to Firhill Medical Centre from Colinton Mains Drive.

4.6 A site plan is contained in Appendix A.

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Car Parking

4.7 The development site lies within Zone 4 of City of Edinburgh Council’s parking standards,

Staff: I space per 1.5 staff (maximum) Patients: Assessed individually but max 2 spaces per consulting room. Disabled: 5% minimum

4.8 The development proposals will provide 27 consulting/treatment rooms and will employ approximately 110 staff, of which 51 have a mobile role and hence can be considered as essential car users. On this basis the parking provision would be:-

Staff: 51/1.5 = 34 spaces. Patients: up to 54 spaces. Total: 88 spaces (max)

4.9 The proposed provision, as per the masterplan, is for a total of 57 spaces of which 4 will be disabled.

4.10 The proposed split between staff and patients is as follows:-

Staff: 25 spaces (incl. 2 disabled) Patients: 32 spaces (including 2 disabled). Total: 57 spaces.

4.11 The patient parking provision is seen as being more realistic given the excellent accessibility by other travel modes, and still exceeds 1 space per consulting room.

4.12 It is proposed that a parking management plan will be introduced to ensure that staff parking will be controlled in an appropriate manner to maximise the availability for patients.

Cycle Access & Parking

4.13 To cater for cycling trips to the site, covered cycle racks designed to appropriate standards will be provided and located on the site.

4.14 The minimum cycle parking required for Zone 4 of CEC’s parking standards is:-

Staff: 1 per 7 staff = 16 spaces. Patients: 1 per 3 consulting rooms = 10 spaces Total: 26 spaces

4.15 The proposal is to provide 34 covered spaces on the east side of the site, which is well in excess of CEC’s requirements.

11


12

Development Site Access and Servicing

4.16 Service access will be via the main access. The service vehicles will be able to turn within the car park. The bin store is adjacent to the NE corner of the car park and general deliveries can either be via the main entrance or the rear service door/fire exit.

4.17 Drawing SK-1-06 Rev A in Appendix A details the swept path of a refuse vehicle within the proposed car park.

5 SUMMARY AND CONCLUSION

Summary

5.18 The application site has been considered in terms of its sustainability and its ability to meet the aims of both the local and national transport policy.

5.19 Existing walking and cycling facilities in the vicinity of the site are considered to be of a high standard and provide links to existing city centre transport interchanges and local amenities.

5.20 There are frequent and high quality bus services operating near to the site, within a very short walking distance. These services currently provide connections to Edinburgh City Centre from neighbouring areas as well as longer distance services.

5.21 The principles of the Scottish Government’s policy document, “Designing Streets” has informed the development of the master plan for the site.

5.22 Ample covered cycle parking is being provided to encourage travel by this mode by both staff and patients.

5.23 Car parking is being provided broadly in accordance with CEC’s current adopted parking standards. A car park management strategy will be introduced to ensure staff parking is appropriately controlled.

5.24 Servicing will take place from within the car park and the layout has been designed to safely accommodate access by these vehicles.

Conclusion

5.25 The foregoing report has demonstrated that the proposed development will integrate well with the existing transport network, with pedestrians, cyclists, public transport patrons and car users all catered for.

APPENDIX A: DRAWINGS

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18 19 20 21 22 23 24 25 26 37 38 39 40 41 42 43 44 45 46 47

1 2 3 4 5 6

BIN STORE

7.4

6.2

7.4

8.4

11.18

1.665 4.815 1.385

Phoenix 2 One-Pass (with Elite 6x4 chassis)Overall Length 11.180mOverall Width 2.550mOverall Body Height 3.760mMin Body Ground Clearance 0.312mTrack Width 2.550mLock to Lock Time 4.00sKerb to Kerb Turning Radius 10.150m

FIRST ISSUE.

DATE CREATED:

REV:DRAWING No:CONTRACT No:

SCALE:

REVISION.REV. DATE. CHK.BY.

@ A3

Tel: +44 (0)131 225 9795

Fax: +44 (0)131 225 6112

Email:

[email protected]

Web: www.goodsons.com

Consulting Engineers

22 Walker Street, Edinburgh EH3 7HR

DO NOT SCALE, IF IN DOUBT ASK. DO NOT INTERROGATE CAD BASE

Graham Construction

Lothian Hub - Transportation Services

at Edinburgh

Service Arrangements at FirhillAlternative Building Arrangement

INFORMATION

13/09/2013 1:250

20635 SK-1-06 A

GD JH

A. 13/09/13 ARCHITECTS LAYOUT UPDATED GD JH

proposed firhill partnership centre –...

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