1 Transport and Movement

AI calculation – changes to public transport services during the assessment - KBCN1527

The AI is calculated as part of the design stage transport analysis and its value relates to the site location and to informing transport-related design decisions. This must be based on current information, including any planned and publicly-notified changes at the time the transport assessment is carried out. This should be used as the AI benchmark for the assessment. Where later, unforeseen changes to public transport availability are implemented before post-construction certification, the AI benchmark should not be updated at post-construction stage. Assessments should not be disadvantaged by, or benefit from such changes.

Bristol Transport Access Level (BrisTAL) - KBCN1426

The Bristol Transport Access Level (BrisTAL) method provides a way of measuring the level of public transport connectivity within the city of Bristol. It is derived from the Public Transport Accessibility Level (PTAL) approach used by Transport for London. As such, the ‘Access Index (AI)’ output from BrisTAL can be used as evidence of compliance against the BREEAM and HQM Accessibility Index requirements. Please note that project teams must ensure that they use the version of the BrisTAL that is current at the time the transport assessment is undertaken. This is available here: https://maps.bristol.gov.uk/pinpoint/

03 08 2022 - Updated to clarify that the dataset used must be current at the time of the transport assessment, but this does not need to be updated at post-construction stage

Cycle spaces – Compliant types of storage - KBCN0257

Due to the number of different types of cycle storage facility available and the variation in site conditions, BREEAM New Construction is less prescriptive about the dimensions and type of cycle parking which can be used to demonstrate compliance. The Assessor is expected to exercise their professional judgement to determine whether the cycle parking spaces meet the aims of the Issue and the requirements listed in the compliance notes. BREEAM is used to certify buildings, not products. Cycle parking systems cannot, therefore, be considered inherently 'BREEAM compliant'. These must be assessed in context with reference to their location and the intended user profile.

29/01/2024-made applicable to HQM

Cycle storage – provided in a garage or shed - KBCN1562

Cycle storage in a garage Where cycle storage is provided in a garage, adequate space must be provided to store both the bicycle(s) and the car(s) at the same time. For double garages, it must be assumed that each garage space is occupied by a car. Storage areas above must be added to the typical minimum garage sizes below: • 2.4 m × 4.9 m for a single garage • 5 m × 5.2 m for a double garage Cycle storage in a shed Where cycle storage is provided in a shed, adequate space must be provided to store both the bicycle(s) and garden tools at the same time. A minimum of 1m² is required for garden tools. Additional space required for cycles The minimum storage area required to store cycles on the floor, as defined by the New Metric Handbook, which includes space to allow the cycles to be moved independently. Where a proprietary storage or hanging system is provided, the space requirements are flexible but the system must allow each cycle to be removed independently and meet all other criteria.

The technical manual will be updated accordingly at the next re-issue.

Electric vehicle charging points – Communal parking – fast-charging infrastructure - KBCN1480

For 0.25 points, compliance may be demonstrated by installing all the necessary fast-charging infrastructure and not the EVCP itself, i.e. capacity in the connection to the local electricity distribution network and distribution board (minimum 7kW to each EVCP). Additionally, sub-surface ductwork to receive cabling to parking spaces must be installed, thus enabling the simple installation and activation of charging points at a future date.

Erratum – Accessibility Index – HQM Transport calculator - KBCN1276

The Accessibility Index in the HQM Transport calculator is based on the availability of public transport during peak times only. Wording in the manual should read as follows: Criterion 2.c should read as follows: The average number of services stopping per hour at each compliant node during peak times. The Methodology for 'Calculating the average number of services' should read as follows: For the purpose of the calculation, the frequency of public transport is the average number of services per hour. This is calculated by determining the number of stopping services at the node during peak times, divided by the number of hours within that period.

Erratum: ‘Cycle storage requirements’ definition - KBCN1641

There is an error in the dimensions in point 1. 2. and 3 of the 'Cycle storage requirements' definition as follows: The distance between each cycle rack and surrounding obstructions(e.g. walls) allows for bikes to be easily stored and accessed. Cycle racks must be a minimum of: 1. 2m long ×0.75m wide for one bike. 2. 2m long ×1.5m wide for two bikes. 3. 2m long ×2.5m wide for four bikes. Please refer to KBCN0257 instead of the above.

Greater Manchester Accessibility Level (GMAL) - KBCN1394

The Greater Manchester Accessibility Levels (GMAL) method has been created to provide a way of measuring the density of public transport provision at any location within the Greater Manchester region. It is derived from the Public Transport Accessibility Level (PTAL) approach used by Transport for London. As such, the Greater Manchester Accessibility Index (GMAI) scores generated by the GMAL method can be used as evidence of compliance against the BREEAM and HQM Accessibility Index requirements. Please note that project teams must ensure that they use the version of the GMAL dataset that is current at the time the transport assessment is undertaken. This is available from the data.gov.uk website (https://data.gov.uk/dataset/d9dfbf0a-3cd7-4b12-a39f-0ec717423ee4/gm-accessibility-levels-gmal).

02 08 2022 - Updated to clarify that the dataset used must be current at the time of the transport assessment, but this does not need to be updated at post-construction stage

Private parking – number of Electric Vehicle Charging Points (EVCPs) per home - KBCN1374

Where electric vehicle charging points are provided for private parking, at least one private space per home with an EVCP must be provided to be able to award credits in accordance with table 4 (found in the HQM ONE manual).

PTAL report supporting evidence - KBCN0230

For developments in Greater London where a Public Transport Accessibility Level (PTAL) report is provided, this report does not need to be supplemented by additional evidence to demonstrate compliance with criteria. The assessor should be satisfied that the PTAL report is current and accurately relates to the assessed site.

Safe pedestrian routes: definition, measurement and verification - KBCN0238

Definition Safe pedestrian routes include pavements and safe crossing points, which may be controlled or, for example, be identified by tactile paving, a crossing island or a dropped kerb. An element of judgement may be required, in which case justification should be provided. Measurement Distances could be measured, for example, along a pavement, across a road at a safe crossing point and along the pavement on the other side. The distance should not be measured diagonally across a road, following the most direct route. Evidence from Google Maps or other digital sources may be used to indicate routes and distances, provided that the scale is appropriate and clearly indicated. Verification The assessor’s site inspection is an important aspect of the assessment of this issue as it must confirm that all relevant information is current and should include photographs of any key areas. This may also help to identify safe crossing points or hazards which may not be apparent from a desktop study. For BREEAM NC and RFO assessments, Google Streetview may be acceptable as evidence to demonstrate safe pedestrian routes and the presence of key features or amenities at Design Stage only. Such information must be verified as above for Final Certification.

07 Mar 2024 - No changes have been made. This appears as 'updated' due to an administrative error.
11 Jan 2024 - Wording re-structured for clarity
19 Dec 2023 - Applicability to BIU V6 confirmed

Shared cycle storage between two apartment blocks - KBCN1323

In principle, it is possible for cycle spaces within two or more separate buildings (e.g. apartment blocks) can be shared for the purposes of adequate cycle storage if the following can be assured:

if it is being assumed that cycle spaces within one block will be used by occupants from another, these spaces must be clearly dedicated to these occupants only, and this needs to be clearly communicated (e.g. signage)
All cycle spaces must be within a close proximity (see definition) to the home or communal entrance and are accessible via a safe pedestrian route.

Please note that these scenarios need to be assessed on a case by case basis. Please raise a technical query with details and plans that demonstrate how the above points have been addressed, for further consideration.

Home Quality Mark / HQM ONE / A Our Surroundings /