1.1 Public Transport Availability

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

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.

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

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. Verification The assessor’s site inspection is an important aspect of the assessment and may help to confirm that all relevant information is current and can include photographs of any key areas. This can also help to identify safe crossing points or hazards which may not be apparent from a desktop study. However, web-based evidence may also be used where the assessor is satisfied that it is robust and demonstrates that it is up to date. Where web-based navigation maps (e.g. Google Maps/Street View) are used as supporting evidence, this must include: • Dated and marked-up site plan or a web-based navigation map viewer highlighting: • Current location and type of transport nodes and local amenities. • Current route and distance from the building via a safe pedestrian route. • Plan or map scale. When using web-based evidence for post-construction stage, the assessor must, additionally, provide verification that the information provided for the nodes/amenities is still accurate and up to date.