BREEAM Transport Assessment and Travel Plan
 Aim and benefits
 When to consider
- No later than concept design stage - carry out a site-specific Transport Assessment and draft Travel Plan.
- Design development - develop site-specific Travel Plan.
 Step-by-step guidance
The site-specific transport assessment or statement must cover the following (as a minimum):
- If relevant, travel patterns and attitudes of existing building or site users towards cycling, walking and public transport, to identify relevant constraints and opportunities.
- Predicted travel patterns and transport impact of future building users.
- Current local environment for pedestrians and cyclists (accounting for any age-related requirements of occupants and visitors).
- Reporting of the number and type of existing accessible amenities within 500m of the site as per table Tra01.1 (following a safe pedestrian route).
- Disabled access (accounting for varying levels of disability, including visual impairment).
- Calculation of the existing public transport Accessibility Index (AI) (see methodology).
- Current facilities for cyclists.
- Negotiation with local bus, train or tram companies to increase the local service provision for the development.
- Provision of a public transport information system in a publicly accessible area.
- Provision of electric recharging stations.
- Provision parking priority spaces for car sharers.
- Consultation with the local authority on the state of the local cycling network and on improvements.
- Provision of dedicated and convenient cycle storage.
- Provision of cyclists’ facilities.
- Lighting, landscaping and shelter to create pleasant pedestrian and public transport waiting areas.
- Restrictions and/or charging for car parking.
- Pedestrian and cycle friendly (for all types of user regardless of the level of mobility or visual impairment) via the provision of cycle lanes, safe crossing points, direct routes, appropriate tactile surfaces, well-lit and signposted to other amenities, public transport nodes and adjoining off-site pedestrian and cycle routes.
- Provision suitable taxi drop-off/waiting areas.
- Ensuring that rural buildings are located with appropriate transport access to ensure that they adequately serve the local community (where procured to do so e.g. community centre).
If the occupier is known, they must be involved in the development of the travel plan and they must confirm that the travel plan will be implemented post construction and be supported by the building’s management in operation.
 Tra01.1 : Amenities in Proximity to the Site:
- Appropriate food outlet.
- Access to cash.
- Access to an outdoor open space (public or private, suitably sized and accessible to building users).
- Access to a recreation or leisure facility for fitness or sports.
- Publicly available postal facility.
- Community facility.
- Over the counter services associated with a pharmacy.
- Public sector GP surgery or general medicine centre.
- Childcare facility or school
 Calculating the Public Transport Accessibility Index (AI):
- Distance (m) from the main building entrance to each compliant public transport node.
- Public transport types serving the compliant node, e.g. bus or rail.
- Average number of services stopping per hour at each compliant node during the operating hours of the building for a typical day (see Table Tra01.2).
|Building Type||Default Hours|
|Preschool, school, 6th form college||07.30-10.00, 15.00-17.30|
|Further & Higher Education||08.00-19.00|
|Healthcare||07.00-20.00 (encompassing visiting hours and typical daytime shift patterns)|
|Retail: Shopping Centre||09.00-19.00|
|Retail: Convenience store||07.00-22.00|
|Retail: DIY or retail park||08.00-20.00|
|Prison||07.00-20.00 (encompassing visiting hours and typical daytime shift patterns)|
|Other buildings||08.00-19.00 Or use any of the above hours, as appropriate to the building type|
|24-hour use building||07.00-20.00|
For the AI calculation, the frequency of public transport is the average number of services per hour. This average is calculated by determining the number of services stopping at the node (during the peak arrival and departure times for the building or the building's typical day’s operating hours, see definition of 'operating hours') divided by the number of hours within that period. For example, the average number of services for a building that operates between 08:00–19:00 hrs (11 hours) within proximity of a bus stop with 35 stopping services during this period is 3.2 (equivalent to an average service frequency of approximately 20 minutes).
Services that operate from more than one node within proximity of the building, the same bus serving two separate bus stops, must be considered only once, at the node in closest proximity to the building. Different services at the same node count as separate services.
 Bi-directional routes
Routes will be bi-directional; however, for the purpose of calculating the index, consider only the direction with the highest frequency (in accordance with the PTAL methodology).
 Campus or campus-style developments - entrance to consider when calculating the AI
Where less than 80% of the buildings are within 1000m of the campus’ main entrance, the assessed building’s main entrance must be used to determine the distance to a compliant node. This aims to encourage the location of public transport nodes inside or on the periphery of large campuses.
The transport for London Planning Information Database allows users to search for a specific London location by street name, coordinates or postcode and then calculate the Accessibility Index (AI) for that location. The Total AI is confirmed for the Point of Interest (POI) within the summary report, which can be downloaded and used as evidence of compliance for the assessed building. See tfl.gov.uk.
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 this should be taken as a mid-week day. In choosing a typical day the assessor should check that timetabled information for that day is, within reason, representative of the public transport provision for the entire operating week (excluding Sundays).
BREEAM considers a building’s accessibility to be defined by how readily the public transport network can be used by the majority of building users travelling to and from the building. In most cases the normal operating hours of the building can be used. Where shift patterns see the majority of building users (over 80%) arriving or leaving during a certain period, for example an office building where the majority of office workers arrive between 8.00–10.00, that period can be used as an alternative to the operating hours of the building. This accounts for some building types that operate a 24-hour day and on a shift work basis. During typically deemed unsociable hours, where there is little if any public transport operating, such periods do not need to be accounted for in the assessment of this issue. Where the assessed building operates on a 24-hour basis or the operating hours are unknown at the time of assessment, use Table Tra01.2.
[Building users (as appropriate to the building type) could refer to staff, pupils/students, visitors, patients, customers, community users, delivery personnel, regular contractors/service providers and residents (multi- residential buildings)]
 Questions to ask while seeking compliance
- Has a travel plan / transport assessment been completed for planning? If so, is it compliant?
- Are there any proposed improvements to the local infrastructure or public transport system which may also be able to gain credits under Tra02?
- Knowledge base.
- Travel Plan for Building Developments.
- Transport assessment for building developments.
 Tips and best practice
- Travel plans and assessments are sometimes required for planning, however, these are not always compliant so may require amending in line with the BREEAM criteria.
- The Transport Assessment and Draft Travel Plan are now required to be prepared by the end of RIBA Stage 2.
- The Travel Plan is a pre-requisite for Tra02 credits.
- Where possible, the sustainable transport measures such as cyclist facilities, car charging points, car share spaces etc should be specified in line with the criteria requirements for Tra02 as hard measures within the Travel Plan.
 Typical evidence
- Site-specific travel assessment and travel plan.
- Letter confirming that a copy of the travel plan will be provided to all future tenants so it may inform their own travel plan/strategy.
- Design drawings demonstrating that the travel plan recommendations.hard measures have been implemented and incorporated within the final design.
 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.
--Jane Morning 11:37, 04 Jun 2019 (BST)
 Multiple Author Articles
Flagship' content relating to individual sustainability topics
General multiple author articles, easy to add to:
- BREEAM Misconceptions
- BREEAM Easy wins
- BREEAM and RIBA stages
- BREEAM Evidence types by issue
- BREEAM Evidence gathering
- BREEAM Site visits
- Common pitfalls relating to BREEAM assessments
- Design team perception of the BREEAM standard
- Early BREEAM stakeholder engagement
- How to track progress on a BREEAM Project
- Tips for a new BREEAM assessor
 General articles
- BREEAM Online information map
- BREEAM Wiki article title suggestions
- BREEAM Wiki value - tell us your ideas
 Related articles on Designing Buildings Wiki
- BREEAM Alternative modes of transport.
- BREEAM Cyclist facilities.
- BREEAM Energy efficient transportation systems.
- BREEAM Home office.
- BREEAM Maximum car parking capacity.
- BREEAM Proximity to amenities.
- BREEAM Public transport accessibility.
- BREEAM Sustainable transport measures.
- BREEAM Travel plan.
- Cycling and walking plan.
- Designing for pedestrians.
- Highways in England and Wales.
- Integrated transport system.
- Sustainable transport.
- Transport assessment.
- Transport design and health.
- Travel plan
Issue support documents
|These are Multiple Author Articles - click on them and add to them today. It's easy.|
You can also add to General Multiple Author Articles here.
Issue support documents are written for named BREEAM Issues or sub-issues. More info. (ac) = awaiting content.
|Thanks to our Knowledge Sharing Ambassadors for a lot of this content|
- BREEAM Sustainability champion
- BREEAM Environmental management
- BREEAM Considerate construction
- BREEAM Monitoring of construction site impacts
- BREEAM Aftercare support
- BREEAM Seasonal commissioning
- BREEAM Testing and inspecting building fabric
- BREEAM Life cycle cost and service life planning
- BREEAM Stakeholder consultation (ac)
- BREEAM Commissioning (ac)
- BREEAM Handover (ac)
- BREEAM Inclusive and accessible design (ac)
- BREEAM Post occupancy evaluation
 Health and Wellbeing
- BREEAM Visual comfort Daylighting (partly ac)
- BREEAM Visual comfort View out
- BREEAM Visual comfort Glare control
- BREEAM Indoor air quality plan
- BREEAM Indoor air quality Ventilation
- BREEAM Thermal comfort
- BREEAM Internal and external lighting (ac)
- BREEAM Indoor pollutants VOCs (ac)
- BREEAM Potential for natural ventilation (ac)
- BREEAM Safe containment in laboratories (ac)
- BREEAM Acoustic performance
- BREEAM Safety and security (ac)
- BREEAM Reduction of energy use and carbon emissions
- BREEAM Energy monitoring
- BREEAM External lighting
- BREEAM Low carbon design
- BREEAM Passive design
- BREEAM Free cooling
- BREEAM LZC technologies
- BREEAM Energy efficient cold storage (partly ac)
- BREEAM Energy efficient transportation systems
- BREEAM Energy efficient laboratory systems
- BREEAM Energy efficient equipment (partly ac)
- BREEAM Drying space
- BREEAM Transport assessment and travel plan
- BREEAM Public transport accessibility
- BREEAM Sustainable transport measures
- BREEAM Proximity to amenities
- BREEAM Cyclist facilities
- BREEAM Alternative modes of transport (ac)
- BREEAM Maximum car parking capacity
- BREEAM Travel plan
- BREEAM Home office (ac)
- BREEAM Water consumption
- BREEAM Water efficient equipment
- BREEAM Water monitoring
- BREEAM Water leak detection (ac)
- BREEAM Hard landscaping and boundary protection
- BREEAM Responsible sourcing of materials
- BREEAM Insulation
- BREEAM Designing for durability and resilience
- BREEAM Life cycle impacts
- BREEAM Material efficiency (ac)
- BREEAM Construction waste management
- BREEAM Recycled aggregates
- BREEAM Speculative floor & ceiling finishes
- BREEAM Adaptation to climate change
- BREEAM Operational waste
- BREEAM Functional adaptability (ac)
 Land Use and Ecology
- BREEAM Site Selection
- BREEAM Ecological value of site
- BREEAM Protection of ecological features
- BREEAM Minimising impact on existing site ecology
- BREEAM Enhancing site ecology
- BREEAM Long term impact on biodiversity (ac)
- BREEAM Impact of refrigerants
- BREEAM NOx emissions
- BREEAM Flood risk management (ac)
- BREEAM Surface water run-off (ac)
- BREEAM Reduction of night time light pollution (partly ac)
- BREEAM Reduction of noise pollution
Once an ISD has been initially created the '(ac)' marker can be removed
This particular index is based around the structure of the New Construction and RFO schemes.