Last edited 29 Jan 2019

BREEAM Sustainable Transport Measures

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[edit] Aim and benefits

To maximise the potential for local public, private and active transport through the provision of sustainable transport measures appropriate to the site. It supports reduction in car journeys and, therefore, congestion and carbon emissions over the building's life cycle.

An effective Travel Plan and promoting the use of sustainable transport measures are beneficial to organisations, building users and communities by helping organisations to reduce their corporate carbon footprint, easy access to the site and reducing traffic congestion and pollution.

[edit] When to consider

The travel plan should be developed during the feasibility and early design stages - RIBA Stages 1 and 2.

Where consultation with the Local Authority is required for Option 6, this should be completed during Stage 2.

[edit] Step by step guidance

[edit] Pre-Requisite

To award any credits under Tra02, Tra01 Transport assessment and travel plans must have been achieved.

[edit] Transport options and point scoring

[edit] Determining how many credits can be awarded based on points achieved and AI

Points Credits
AI < 25

AI ≥ 25, <40

(urban centres)

AI ≥ 40

(metropolitan centre locations)

1 1 1
2 1 2
3 2 3
4 2 4
5 3 5
6 4 3 6
7 5 7
8 6 4 8
9 7 5 9
10 8 6 10

The higher the AI, the less points which need to be achieved to gain credits.

[edit] Option 1 - Calculating the Accessibility Index of a Project

For Projects outside Greater London

Determine the project’s Accessible Index (AI) (required for inclusion within the Travel Plan for Tra01) using the following process:

  1. Identify all the compliant public transport nodes – bus stops within 650m and any railway station within 1000m of the assessed building’s main entrance, measured via a safe pedestrian route. Services from each node must provide transport from, or travel to, either an urban centre, major transport node, community focal point (surgery, school, library, village centre etc). Only local services should be assessed, unless a national public service can be said to provide a local commuter service.
  2. For each transport node, collate the following information:
  1. distance (m) from the main building entrance to each compliant node following a safe pedestrian route (google maps can be used as evidence to show this)
  2. Public transport types serving the compliant node e.g. bus or rail
  3. Average number of services stopping per hour during the operating hours of the building for a typical day (see table 7.2 in the technical manual for default hours of operation by building type). Download any bus or train timetables and where routes are bi-directional, consider only the direction within the highest frequency. Where a bus or train has more than one node within proximity to the site, i.e. serves more than one bus stop, only the closest should be considered.
  1. The data should be input into the BREEAM Accessibility Index Tool to calculate the AI.

For Projects in Greater London

Use the Transport for London Planning Information Database to determine the Accessibility Index for a given location using either street name, coordinates or post code. The total AI is confirmed for the Point of Interest (POI) within a summary report which may be downloaded and used as evidence.

NB: A typical day represents the period when travel to and from the building by its users and visitors will be at its highest. For most buildings that will be a mid-week day. Where shift patterns see over 80% of the building users arriving or leaving during a certain period i.e. an office building where the majority of workers arrive between 08.00 and 10.00, then this period may be used as an alternative to the default operating hours. During typically deemed unsociable hours, where there is little public transport operating, such periods do not need to be accounted for in the assessment of this issue.

[edit] Option 7 – Cycle Storage Requirements

A sliding scale can be used to calculate the cyclist provision where there are over 200 users:

  • For buildings with more than 200 users but less than 300, the unit of measure can be increased by a ratio of 1.5.
  • For buildings with more than 300 users but less than 400, the unit of measure can be increased by a ratio of 2.
  • For buildings with more than 400 users, the unit of measure can be increased by a ratio of 2.5.

The calculation starts from the first 200 building users, with no ratio, and keeps going considering the ratio only for the remaining building users.For example, an office building with 800 users would be required to provide the following number of cycle storage spaces:

The sliding scale of compliance does not apply to the following building types: large retail, primary schools, multi-residential buildings and MOD residential buildings.

[edit] Option 8 – Cycle Facility Requirements

  • Cycle storage as set out in Option 7 must be provided.
  • 2 of the following cycle facilities must be provided:
    • Compliant Changing Facilities – appropriately sized for the number of cycle storage spaces or showers provided, provide privacy to allow cyclists of either gender to change in private, include adequate space and facilities to hang or store clothing and equipment such as bench seat and hooks. Toilet or shower cubicles can not be counted as compliant changing facilities.
    • Compliant Drying Spaces – must be a space specifically designed and designated for this purpose with suitable finishes, adequate heating, adequate ventilation and facilities to hang wet clothes for drying. Plant rooms are non-compliant. Coat hooks in cloakrooms or changing areas are also non-compliant as they are unlikely to have adequate ventilation or allow sufficient movement to dry clothes effectively.
    • Compliant Lockers – The number of lockers should be equal to the number of cycle spaces required. The lockers should be located in or adjacent to the changing rooms, where provided. The lockers must be appropriately sized for the storage of cyclist’s facilities i.e. helmet, shoes, backpack and clothing.
    • Compliant Showers – Should be provided on the basis of one shower for every 10 cycle storage spaces, subject to a minimum provision of one. Any building providing 8 showers or more will comply regardless of the number of cycle storage spaces. Both male and female must be catered for with either separate showers within shared gender specific facilities (with 50-50 split), or single shower cubicles and changing space for mixed use (where a changing facility is to count as an additional amenity). The showers do not need to be dedicated to cyclist’s only.

[edit] Options 9 & 10 – Proximity to Amenities Requirements

Criteria Office, Retail, Industrial, Courts & Prisons Preschool, Schools, 6th Form Higher & Further Education Healthcare Multi-Residential Other Building Types
Appropriate food outlet X X X X X X
Access to cash X X X X X X
Access to an outdoor space (public/private, suitably sized and accessible to building users X X X X X X
Access to a recreation or leisure facility for fitness or sports X X X X X X
Publicly available postal facility X X X X X X
Community facility X X X X X X
Over the counter services associated with a pharmacy X X X X X X
Public sector GP surgery or general medical centre X X X
Child care facility or school X X X X

[edit] Questions to ask while seeking compliance

[edit] Tools and resources

BREEAM 2018 New Construction Manual - Tra02

Credit table related to number of points achieved

Cycle storage criteria table

Sliding scale of compliance for cycle storage

Proximity to amenities table

Transport for London PTAL website - for AI in Greater London

Bus and Rail timetables

Google maps or other online map sites (bus and railway stations/local amenities)

Google or other search engines (bus and railway stations/local amenities)

Knowledge base - Tra02

[edit] Tips and best practice

Disabled toilets must not be used for cyclist facilities unless additional toilets are available for use.

Cycle storage must be covered and within view of the building (or adequate signage provided)

Scale plans or maps should be provided to show safe pedestrian routes to amenities and transport nodes. These can be completed Google maps at design stage but should be checked during the site visit.

The Transport for London PTAL website may be used to calculate the AI for site within Greater London

Once disabled access is considered in the Travel Plan, ensure it covers all levels of disability and addresses visual impairment

Existing Travel Plan for wider sites are acceptable if it accounts for all building users including existing and new buildings.

[edit] Typical evidence

Pre-requisite - copy of a compliant Travel Plan.

Option 1 - AI calculation from Tra 01 - copy of bus/train time tables and to scale map showing distance of transport node to building entrance OR PTAL report (London sites). Up to date information must be provided during the post construction assessment. Photos of bus stops/train station post construction.

Option 2 - Demonstration of an increase over the existing Accessibility Index through negotiation with local bus, train or tram companies to increase the frequency of the local service provision for the development. OR This could be through provision of a diverted bus route, a new or enhanced bus stop, or other similar solutions. Finally it is possible to provide a dedicated service, such as a bus route or service. Copies of contractual agreements should be provided as evidence.

Option 3 - A public transport information system in a publicly accessible area, to allow building users access to up-to-date information on the available public transport and transport infrastructure. This may include signposting to public transport, cycling, walking infrastructure or local amenities. Drawings/specifications can be provided at design stage. Photos should be provided at post construction.

Option 4 - Electric recharging stations of a minimum of 3kw for at least 10% of the total car parking capacity for the development. Drawings and specification at design stage. Assessor site visit at post construction.

Option 5 - A car sharing group or facility to facilitate and encourage building users to car share. Raised awareness of the sharing scheme with marketing and communication materials. Priority spaces for car sharers for at least 5% of the total car parking capacity for the development. Locate priority parking spaces nearest the development entrance used by the sharing scheme participants. Drawings can be provided as evidence at design stage with car share proposals within the Travel Plan. Assessor site inspection can confirm measures have been implemented post construction.

Option 6 - Agreements with Local Authority, drawings and specifications to show improvements to local cycle networks and pedestrian routes. Assessor site inspection at post construction.

Option 7 - Confirmation of building user numbers. Drawings and specification confirming location and specification of compliant cycle storage. Assessor site inspection at post construction stage.

Option 8 - Evidence of at least two compliant cyclists' facilities for the building users: – Showers – Changing facilities – Lockers – Drying spaces. Drawings and specification at design stage, assessor site inspection at post construction stage. For shell buildings, the facilities do not need to be installed but infrastructure must be in place for future fit out.

Option 9 - Evidence for at least 3 existing compliant amenities being present. - to scale site plans/maps confirming amenities and their distance from site following a safe pedestrian route. Assessor site inspection should confirm the existence of the amenities and their proximity to the building entrance.

Option 10 - Design stage evidence in the form of drawings and specification to confirm the new amenities to be provided. Assessor site inspection to verify their installation post construction.

For phased developments - check out KBCN1073 to confirm requirements.

[edit] Applicable Schemes

The guidelines collated in this ISD aim to support sustainable best practice in the topic described. This issue may apply in multiple BREEAM schemes covering different stages in the life of a building, different building types and different year versions. Some content may be generic but scheme nuances should also be taken into account. Refer to the comments below and related articles to this one to understand these nuances. See this document for further guidelines.

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