Tra 02 - Sustainable transport measures

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.

Alternative transport measures – Option 11 – restricted car parking - KBCN1135

Maximum car parking capacity criteria have not been included in this BREEAM Scheme. Consultations indicated that compliance was being achieved through projects conforming to external requirements and limitations (e.g. planning conditions or limited site area), rather than through actively seeking to reduce reliance on transport by private car. Therefore, restricting the number of car parking spaces cannot, generally, be considered as an 'alternative sustainable transport measure'. If, however, all the requirements 1-3 (below) can be clearly demonstrated, this may be considered compliant for 1 point: 1. The absence of standard car parking is a recommendation of the Travel Plan (as per the requirement of Option 11) 2. The development has an Accessibility Index greater than or equal to 25. 3. There is suitable access and sufficient site area to provide an appropriately-sized car park, but this has been consciously omitted to encourage the use of alternative, sustainable transport options. However, if the absence of standard car parking is due to site constraints or other factors, such as Planning restrictions or the proximity of a public car park or on-street parking, this cannot be considered as compliant for Option 11.

10 06 2019 Updated to account for exceptional cases where this measure can be considered compliant.

Amenities – Access to cash - KBCN0359

An ATM inside a building would be acceptable provided that its opening hours are similar to those of the assessed building, regardless of whether there is a nominal charge for the service. Cash-back from the till in a retail outlet is not compliant. Access to cash should be available to the building users at all relevant times of the day. This should not require a prior purchase of goods and should provide access to other services, such as checking account balances.

Amenities – Assessed building is one of the listed amenities - KBCN0264

Where the assessed building is itself included in the list of amenities, that particular amenity criterion can be deemed to be met, e.g. a supermarket development itself meets the proximity to food outlet required for a Retail type building.

Amenities – Enhanced amenities duplicating existing amenities - KBCN1406

Following feedback, BRE accepts that it is unreasonable to expect assessors to determine whether a new amenity is significantly different to all existing amenities in the vicinity. Furthermore, the introduction of any new compliant amenity may increase choice in terms of the amenity itself and its location relative to other facilities and transport nodes. It cannot, therefore, be reasonably argued that this cannot meet the aim of this transport measure, in reducing the need for local car journeys. New (enhanced) amenities may, therefore, be considered on their own merits, without reference to existing amenities.

Approach updated for all assessments 16/09/2021

Previous guidance for reference only:

Where an amenity is already present within the prescribed distance, a new amenity falling under the same category cannot be considered as an enhanced amenity, unless it provides a significantly different offering to the existing one. So, for example, if there was an existing fast food outlet and the development provided a new fast food outlet, this could not be considered, whereas a new grocery store or restaurant may be considered.

Note: This is applicable where the development itself could be considered an enhanced amenity, in line with KBCN0264

Assessors must use their discretion and justify the decision in their assessment report.

Amenities – Pharmacy within hospital - KBCN0321

A publicly accessible pharmacy would typically be required in order to constitute a suitable amenity. If it can be confirmed that an internal pharmacy (in Northern Ireland this may also include an onsite controlled medical dispensary) will provide prescribed medicines for building users, this is acceptable.

Amenities – Provided as part of a masterplan - KBCN1432

Where a masterplan scheme, undertaken by the same developer, includes a number of compliant amenities for Tra02, subject to meeting the criteria, these can be considered as 'new amenities' (rather than existing) for building level assessments on the site. A mixed-use masterplan supports the use of local amenities, without the need to travel by car. The ‘existing amenities’ criteria relate more to site selection.

Amenities – Sandwich van as a food outlet - KBCN0557

A food truck/ mobile catering service would not be sufficient to meet the criteria for this issue. The aim of this Issue is to assess the location of the built asset relative to amenities.

Amenities – Vending machine as a food outlet - KBCN0653

A vending machine can be considered as a food outlet if a range of items, as can be reasonably expected, are for sale to meet the needs of the building users and it is confirmed to be a permanent fixture.

Applicable amenities for different building types - KBCN1269

The guidance for Healthcare buildings does not identify childcare facilities or a school as an applicable amenity. Where these can be demonstrated to be of benefit to the occupants of the assessed healthcare building (staff), this amenity can be considered as applicable. Likewise, if it can be demonstrated that an amenity, not applicable to a particular building type, would provide a tangible benefit to the occupants of the assessed building, please submit details and justification to BREEAM for review.

Assessment Option 1 (Table 7.4) – ‘Other building group 3’ - KBCN1482

The reference to 'other building group 3' refers to the 'Additional building type classifications' in BREEAM UK NC2014, Issue Tra 01 and should read 'Other building - type 3' which is defined below:

Additional building type classifications

Higher Education type 1: H.E buildings located on a campus where less than 25% of students are resident on the campus or within 1km radius from the campus’ main entrance. Higher Education type 2: H.E buildings located on a campus where 25% or more of the students are resident on the campus or within 1km radius from the campus’ main entrance. Other Building - type 1: A building predominantly occupied by staff/employees with occasional business related visitors. Other Building - type 2: A building occupied by a number of core staff/employees with a larger number of consistently frequent visitors/users (either resident or non-resident) Other Building - type 3: As type 2, but building types specifically required to be located rurally as a result of its function, i.e. a building which would never be located within an urban area, e.g. a National Park visitor centre (see definition of rural and rural location sensitive buildings location). Unfortunately, this reference was not carried forward into BREEAM UK NC2018. This error will be corrected at the next reissue.

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

Buildings in Greater London – PTAL - KBCN1149

When assessing buildings in Greater London, we would recommend using the PTAL map for the purpose of calculating the Public Transport Accessibility Index for the site, as per the link provided in the Methodology section of the manual, "Buildings in Greater London" Please note that project teams must ensure that they use the version of PTAL that is current at the time the transport assessment is undertaken. https://tfl.gov.uk/info-for/urban-planning-and-construction/planning-with-webcat/webcat. In this case, the Tra 01/02 tool will not be required for the assessment of this issue.

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

Car sharing – calculation of priority spaces - KBCN0282

The calculation of priority spaces for car sharers should account only for the car parking capacity that is dedicated to the staff working in the building, without considering the spaces for customers or visitors. As such, car sharing spaces should be clearly segregated from customer/visitor parking areas.

06/09/2023 - Title only updated to align with naming protocol
23/03/2017 note added clarifying requirement for segregation

Car sharing group - KBCN1510

The term, ‘car sharing group’, as a sustainable transport measure, may be interpreted differently. For the purposes of the BREEAM Standards, therefore, the following additional guidance should be applied, to support assessors’ understanding of the criteria, when determining compliance. Aim: The aim of this measure is that the asset’s management establishes, promotes and administers a process which encourages building users to share private car journeys to and from work, thus reducing the number of cars used for this purpose. Principles: A car sharing group will, generally:

Be available to all building users who normally travel to work by private car

A car sharing group is not:

A vehicle hire/loan scheme
Intended to offset journeys which would otherwise have been made by public transport or active travel modes (e.g. walking or cycling)

The criteria do not prescribe what terms and conditions should be implemented and, whilst the above principles should generally be followed, specific arrangements may vary. However, evidence and justification must always be provided to demonstrate that the above ‘Aim’ is met.

Community transport schemes in rural areas - KBCN1082

In rural areas, where scheduled public services may be limited, community transport schemes, including 'on-demand services', should be noted in the 'Transport assessment and travel plan', however unscheduled services cannot be accounted for when calculating the AI. The provision of new a community transport scheme may be recognised under 'Sustainable transport measures' as a 'dedicated service', provided that:

It serves a rural area
It is available to all potential users
The service is established at the time of the assessment being submitted
The service is of an appropriate scale for the community it serves

Cycle spaces – Minimum and maximum requirements - KBCN0637

These remain applicable where the 50% reduction allowed for building locations with a high level of public transport accessibility is in effect. This means that, for instance, a large retail will still need to provide at least ten customer cycle storage spaces and could meet compliance with a maximum of fifty.

22-Nov-2023 Scheme applicability updated.
18-May-2017 Previous KBCN on large retail adapted to include any minimum requirement for cycle storage spaces.

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 spaces – Folding bicycles and scooters - KBCN00024

The provision of cycle storage that is only suitable for folding bicycles or scooters is not compliant. Providing reduced storage space for folding bicycles or scooters in place of compliant cycle storage may limit future travel options.

14 03 2018 Wording clarified and reference to scooters included.

Cycle spaces – Large retail - KBCN0528

For large retail developments that provide at least 50 customer cycle storage spaces, this meets the requirement for customer spaces. The requirement of one cycling space every 10 staff needs to be met in addition to this.

Cycle spaces – Maximum number of stadium visitors - KBCN0323

To calculate the required provision, the sliding scale of compliance should be used for the staff and up to 5000 stadium visitors.

Cycle spaces – Prominent location - KBCN00053

The requirement to provide cycle storage facilities in a prominent location on site, within view of building users, is intended to encourage use through advertising their presence to building users. Providing these facilities inside the assessed building, such as in the basement, may be compliant so long as there is prominent signage to indicate their location to all building users.

Cycle spaces – Provision for extensions - KBCN0707

When assessing an extension to a building, partial refurbishment or a stand-alone building, which extends an existing facility to be occupied by the same building users (such as a classroom block in an existing school), a site-wide approach should be used to determine the number of new, compliant cycle spaces required. In such instances a stand-alone approach cannot generally ensure that the new cycle spaces for the assessed extension would be dedicated and available to the occupants of the assessed extension, refurbishment or building. This can only be used where it can be demonstrated that the use of the new cycle storage can be effectively restricted to only those using the assessed extension, either by effective positioning and or management.

Cycle spaces – Provision for regular, large visitor numbers - KBCN0546

Where there are large numbers of visitors on a regular basis, provision of cycle storage for visitors should be based on the maximum number at any given time. This is to ensure that at peak times enough cycle storage is provided.

Cycle spaces – Public cycle spaces - KBCN1057

Existing public cycle spaces cannot contribute to compliance in BREEAM UK schemes These are outside the influence of the design team and building operator and it cannot, therefore, be guaranteed that these will be available to building users.

Cycle spaces – Similar buildings assessments - KBCN0570

Where cycle storage and/or facilities are provided for individual units, a site-wide approach cannot be used to include all units. If, however, these are a shared facility, provided in a suitably-located communal area, this may be acceptable. When assessing using the 'similar buildings' approach, each of the similar buildings has to be assessed separately and credits have to be awarded, based on the worst performing building.

14 03 2018 Clarified to account for suitable shared facilities

Cycle spaces – Small retail – multiple units - KBCN0187

In a development of multiple small retail units, to achieve credit, 10 compliant cycle storage spaces in total are required where it can be shown that these are accessible to all units. However, where such developments consist of multiple units over a large area or are separated by barriers such as roads, the assessor should ensure that the provision is both adequate and conveniently located for all units. The 50% reduction allowed for building locations with a high level of public transport accessibility is not applicable in this case.

17/11/2016 Note related to the 50% reduction added.
14/03/2018 Note added regarding multiple units over a large area or separated by barriers.

Cycle spaces – Timing of installation in phased projects - KBCN00015

Where cycle storage cannot be installed at construction stage, due to phasing and / or pending demolition works, compliance may still be demonstrated provided: - Clarification and justification is given for why the storage is not currently available. - A written contractual agreement is in place to provide BREEAM compliant storage within a clear timescale. - Alternative storage is provided in the meantime that allow bikes to be easily stored and removed, with the ability to be locked securely against a fixed structure. The methodology above applies to cycle storage only, and cannot be applied to provision of cyclist facilities (such as showers and lockers) which must be assessed as normal. This is to allow flexibility within the project programme for the installation of the final, permanent BREEAM-compliant cycle storage whilst still ensuring adequate cycle storage is available during the construction phase.

Cycle spaces and facilities – Rounding calculations - KBCN0445

The calculation for the required cycle spaces and facilities must always be rounded up. If the calculation works out as 5.3 cycle spaces, 6 cycle spaces must be provided. To determine the requirements for developments with multiple types of building user, calculate the requirement for each user group separately (rounding up to the determine the number of spaces) and then add the number of cycle spaces for each user group together.

04/10/2018 Wording amended to clarify the correct calculation method for developments with multiple user groups.

Cycle Storage – Electric cycle charging stations - KBCN1238

Electric charging stations can be considered as compliant, provided they also meet the criteria for cycle storage spaces. However, where these are dedicated spaces, (ie they are not available for non-electric cycles), these should not constitute more than 10% of the provision required for compliance.

Cycle storage – new spaces in the public domain - KBCN1410

Where it is not possible to locate short-term visitor/customer cycle storage spaces within the assessment boundary, these may be provided in a suitable and convenient location within the public realm. The assessor must be satisfied that there is legal agreement and a long-term commitment to the provision of the spaces. All relevant criteria must be met, however, where justified, the requirement for overhead covering can be waived. BREEAM accepts that for cycle storage spaces within the public realm, there may be restrictions on the ability to provide overhead covering.

Cyclists’ facilities – Adequately sized lockers - KBCN0961

The requirement for adequately sized lockers is so that cyclists have a dedicated space to store their cycling equipment and clothes. It is not compliant for the space requirement to be met by providing two or more inadequately-sized lockers for each cyclist. Requiring cyclists to separate their equipment into different lockers/storage spaces could create a barrier to uptake of commuting by bicycle.

Cyclists’ facilities – Combining different facilities - KBCN0683

Cyclists' facilities can be combined, provided that all relevant compliance requirements are met and it is demonstrated that there is no conflict impacting on their use. For example, compliant showers can be combined with compliant lockers in one room, subject to the principle below. For combined facilities to count as multiple facilities, they must be capable of being used independently of each other at the same time (where relevant) with reference to any space requirements, access, gender and privacy issues.

11 Jan 2023 - Applicability to BIU V6C confirmed
10 Feb 2022 - Updated to clarify that facilities can be combined where there is no conflict.

Cyclists’ facilities – Matching additional cycle spaces - KBCN00093

The minimum number of showers/lockers/changing facilities required for BREEAM compliance is determined by the minimum number of compliant bicycle spaces required, not by how many total compliant bicycle spaces have been provided. Where more than the minimum number of compliant cycle spaces has been provided, there is no requirement to provide more than the minimum number of showers/lockers/changing facilities.

01 Feb 2022 - Wording clarified and applicability to BIU V6C confirmed

Cyclists’ facilities – Multi-residential / residential institutions - KBCN0967

Where there is a BREEAM requirement for residents, compliant facilities within their accommodation can be considered as cyclists' facilities. Separate facilities for staff must be provided as required to achieve compliance.

22 Aug 2023 Applicability to BIU V6 Commercial confirmed.

Cyclists’ facilities – Provision of only one shower - KBCN0566

Where only one shower is provided, this needs to cater for users of both genders. For a changing facility to count as an additional amenity, it must be capable of being used independently of any showers, otherwise it could not be considered as two facilities. A shower which is a mixed gender facility must be capable of being used privately. As such, it requires adequate private changing space associated with it.

Amended to provide further clarification and to add the general principle.
10/11/2016

Cyclists’ facilities – Shell only/shell & core assessments - KBCN0882

Cycle parking must be provided as part of the base-build for all assessment types. Where compliance is sought for additional cyclists’ facilities, the developer should provide all aspects of the installation which fall within the scope of their work and facilitate the future completion of any aspects which do not. For shell & core assessments, if additional facilities, such as showers and drying space, are not provided in core areas and internal walls are not provided to tenanted areas, these must be indicated on design drawings and all relevant services provided. This would include capped-off supplies and electrical points as necessary in order to facilitate the completion of the compliant facilities by the tenant. The developer should do as much as they can, within the scope of their work, to facilitate the future installation of compliant facilities and should not do anything which would make future installation more onerous.

25/05/2018 - Wording amended to clarify the intent.

Cyclists’ facilities – Shower provision for male and female users - KBCN0536

Where a deviation from the guidance for a 50:50 split can be fully justified, (for example, based on actual occupancy data from a similar development of the same building type) this can be deemed as compliant by the assessor. If such justification cannot be provided but design teams wish to provide a flexible arrangement for showers to suit the anticipated building occupancy, providing unisex showers accessible to all building users would be acceptable.

Cyclists’ facilities – Visitors - KBCN00014

Where the cycle spaces requirement is based on the number of staff plus visitors, customers or patients, the number of cyclist facilities required to demonstrate compliance is based on the number of cycle spaces for staff only. Visitors, customers or patients would not be expected to have access to showers and lockers within a building.

Cyclists’ facilities – Within toilet facilities - KBCN00050

To comply with the criteria for cyclist facilities, showers should not obstruct the use of other facilities. Where a shower is located in a room with a WC, this cannot be considered compliant, unless it can be unequivocally demonstrated that the WC is provided over-and-above the requirements of relevant standards or regulations for general and disabled WCs.

To ensure that there is no conflict between the use of general or disabled WCs and the use of cyclist facilities.

25.10.18 KBCN reworded to improve clarity.

Default occupancy rates by building type - KBCN1496

The values given in the table, 'Default occupancy rates by building type' are sourced from the Activity Database of Simplified Building Energy Model (SBEM). For certain building types, the occupancy rates produced may be unrealistic. In such cases, the assessor should refer to: 'Methodology > Number of building occupants unknown'.

Education – Boarding schools - KBCN00089

The number of cycle spaces and facilities should be calculated based on the number of day pupils and boarders and these should be available to pupils and staff as appropriate. For boarders, the cycle storage and cyclists' facilities requirement may depend upon a number of factors, such as the age of the pupils/students, distance of the residential accommodation from the school buildings and the school’s policy on cycling. Therefore, the assessor is required to calculate the appropriate number of cycle storage spaces and facilities for pupils and staff based on the relevant criteria. Calculations, justification and supporting evidence should be provided in the assessment report.

14 03 2018 - Heading and wording clarified and amended to remove requirement for assessors to submit a technical query prior to certification.

Education – Different age ranges and/or non-acute SEN - KBCN0224

For a combined school campus the number of cycle storage spaces and compliant facilities will need to be calculated individually for each user-group of the building; e.g. the number of facilities for nursery schools, primary schools and secondary schools should be calculated as per the criteria defined for each of these education types and totalled. Where this includes non-acute SEN facilities and the unusual structure of the classes prevents standard assessment, the assessor should use their judgement to determine whether to apply the pre-school criteria or base on the total number of staff and students. While within the scoring and reporting tool the dominant education building type category will be selected, calculations need to be provided as supporting evidence, with the assessor's comments/notes used to clarify the calculation used to demonstrate compliance.

14 03 2018 - clarified and key information incorporated from KBCN0424

Education – Primary schools - KBCN1056

Cycle spaces: Cycle parking spaces are intended for the use of pupils and staff and are calculated based on the number of form groups per year as per the technical guidance. Additional facilities: Compliance for pupils can be based on the provision of adequate space in a cloakroom to store outdoor clothing and cycle helmets. The number of additional facilities for staff should be calculated based on 1 locker per 10 members of staff and 1 shower per 10 lockers’, subject to a minimum of one shower being provided. In a primary school, pupils are not expected to have access to private showers or other cyclists’ facilities.

22/11/2019: Clarification added regarding the number of additional facilities.

Education – Secondary schools - KBCN0119

Cycle spaces: Cycle parking spaces may be shared between students and staff, and are calculated based on the total number of staff and students as per the technical guidance. Students: Compliance for students can be based on the provision of compliant lockers only based on the following logic: • Where secondary schools have sports facilities, compliance shall be based on the provision of compliant lockers only. The provision of showers or changing spaces is assumed to be included with the sports facilities are do not need to be assessed. • Where secondary schools do not have sports facilities, cyclist facilities are assessed as per the technical guidance. Secondary schools will, in almost all cases, will already have sports facilities including enough showers and adequate changing facilities to meet the BREEAM requirements by default. For most students however, the most important facility is likely to be adequate locker storage rather than showers or changing facilities. Staff: Separate shower and changing facilities must be provided for staff. Locker facilities may be shared with students if appropriate, but staff lockers should be suitably located in relation to the other staff facilities. The number of showers for staff should be based on the total number of staff and one shower for every 100 staff*, subject to a minimum of one shower being provided. *This is based on 1 cycle storage space per 10 staff, and 1 shower per 10 cycle storage spaces.

10 03 2020 Further clarification of the intent
14 03 2018 Heading and wording clarified

Electric vehicle charging stations (EVCS) – Priority spaces - KBCN1429

The current criteria for EVCS do not address provision for priority spaces, such as those allocated to disabled use and car sharing. The assessor and design team should, therefore, take a pragmatic approach to this and, where the overall number of required EVCS permits, an appropriate proportion of these should be provided for priority spaces. This will not be deemed as 'double-counting' as the number of EVCS required should be considered independently of other requirements. The intent is that electric vehicle charging spaces are available to all building users (where possible).

Electric vehicle charging stations – Availability - KBCN1128

This option requires the number of electric vehicle recharging stations (EVCS) to be based on a percentage of the total car parking for the building. To meet compliance, the intent is that recharging stations be available to all building users, including customers and visitors. However, where overall parking numbers are low, it may be difficult to effectively distribute the EV charging spaces between general users and priority groups. In such cases, the design team must provide evidence that this aspect has been considered when locating the EV spaces, however, the decision on how to distribute these may be made by the client or, for speculative development, by an appropriate member of the design team. In situations where parking is limited to priority spaces only, the above guidance still applies.

11 Jan 2023 - Applicability to BIU V6C confirmed
17 Sep 2022 - Updated to allow more flexibility in relation to how EV spaces are allocated

Electric vehicle charging stations – shell & core assessments - KBCN1247

For BREEAM NC shell only/shell & core, RFO Parts 1 and 2 only and partially-fitted residential assessments, compliance can be demonstrated by installing all the necessary infrastructure, (i.e. capacity in the connection to the local electricity distribution network and distribution board, as well as sub-surface ductwork to receive cabling to parking spaces), to enable the simple installation and activation of charging points at a future date.

18/10/2021 Applicability to BREEAM Scheme and Assessment Type clarified, in line with the intent.
15/11/2019 Incorrect reference to pre-installation of 'cabling' removed.

Erratum – UK NC2018 Tra 02 – Table 7.6 Building Types - KBCN1074

The text relevant to Building Group 5 in the building types key for this table should read as follows: BG 5: Multi-residential. Therefore, please ignore the text: '(two credits are available and each can be awarded independently of the other)'.

10/08/18 - Technical manual updated. Only relevant to v1.0 of the manual

Future transport nodes - KBCN0966

Where a transport node is currently inactive but will become active soon after project completion, it can be included when calculating the existing AI. To demonstrate this, confirmation of the start of service date and service frequency from the appropriate public transport authority or company will be required.

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

Location of car sharing priority parking - KBCN0796

Priority spaces for car sharers need to be located in the nearest available parking area to the main building entrance or to an entrance regularly used by the car sharers.

22 09 2022 - Applied to UK NC2018
Technical manual to be updated accordingly in next reissue.

Measurements and calculations for reporting on amenities – design stage - KBCN1381

Reporting on accessible amenities is an explicit requirement of the Site-Specific Transport Assessment in Tra 01. However, if this assessment does not provide enough information to satisfy the relevant requirements for Tra 02, it must be supplemented by an additional report. This does not have to be provided by author of the transport assessment, and could, for example, be produced by the BREEAM assessor or a member of the design team.

02 Nov 2023 - Reference to calculating the AI removed. This, and reporting on accessible amenities are explicit requirements of the transport assessment in Tra 01. Title and wording updated to clarify the intent and made applicable to Tra 02.

No data for AI at Design Stage - KBCN0551

If there is insufficient data for a future transport service to include this in the calculation of the AI at the Design Stage, it should not be accounted for. If at Post Construction stage the data is available, this can be incorporated. Whilst certain Design Stage requirements can be based on commitments to achieve a certain performance, this must be based on verifiable data.

16/04/18 Wording amended to clarify that this applies to future services and to allow applicability to UK NC 2018

Occupancy calculation – Buildings with shift patterns - KBCN0431

In buildings with shift patterns, as shifts may overlap, the building users calculation should be based on the maximum occupancy of the building at any given time.

Occupancy rates – 24-hours consulting or treatment rooms - KBCN1258

The default occupancy rate for 24-hour consulting or treatment areas in hospitals and care homes is 0.07.

Published pending reissue of the technical manual UKNC2014/REISSUE UKNC2018/REISSUE
03.11.2021 Issue 2.0 of the UK RFO technical manual amended.

On-demand public bus services - KBCN1404

These can be recognised as follows:

The location of the transport node should be determined as the nearest available pick-up point to the assessed building
The frequency of the service should be considered as the published maximum wait time (or actual average wait time, if the service is established and this data is available)
Such services, whilst they may serve multiple destinations, should be considered as a single route
It must be demonstrated that information on the availability and how to access the service is made available to building users

This is limited to genuine on-demand bus services, which are operated as public transport with multiple pick-up and drop-off points and does not extend to private hire, taxi or other similar operations.

Park and Ride Schemes - KBCN0754

'Park and ride' bus services run from one or more car parks to a city centre or other destination to allow travellers to park their car at a convenient location and complete their journey by bus. These generally stop at transport nodes en route to allow passengers to board or alight. Provided the service meets the aim of the Issue with reference to the guidance, they can be considered for this Issue in the same way as any other bus service.

Private transport measures – no car parking provision - KBCN1368

Options 4 and 5 cannot be awarded by default when there is no car parking provided. Consultations indicated that compliance with maximum car parking capacity criteria was being achieved through projects conforming to external requirements and limitations (e.g. planning conditions or limited site area), rather than through actively seeking to reduce reliance on transport by private car. Instead, where no car parking is provided, Option 11 may be available. KBCN1135 gives instructions on the requirements applicable to achieve the Option. Review by BRE for using Option 11 is still required, as stated in the 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.

PTAL web-links - KBCN0705

For a detailed description of the PTAL methodology, see the 'Assessing transport connectivity in London' document at the following link: http://content.tfl.gov.uk/connectivity-assessment-guide.pdf The link to calculate your PTAL score is: https://tfl.gov.uk/info-for/urban-planning-and-construction/planning-with-webcat/webcat

UK NC2014 Technical manual - hyperlinks to be updated accordingly in next re-issue.

Public transport information system – requirements - KBCN1244

This transport measure requires the provision of a ‘system’, installed in a suitable location, which displays up-to-date information on local public transport systems. This could include a ‘real time’ display or other innovative system which allows building users to plan their travel on a daily basis, based on current transport information. The provision of paper timetables or a notice board cannot be considered compliant for this transport measure. Solutions which rely on smartphone ownership cannot be considered compliant. Whilst smartphone use is widespread, it is not universal, therefore such solutions cannot be considered as meeting the needs of all potential building users.

1st Sep 2023 - Note added regarding smartphone-based solutions.
5th March 2021 - Wording updated to clarify the intent.

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

Sustainable Transport Measures – Option 2 – Phased developments - KBCN1073

In the case of a phased development where new transport services will be provided, but at a later stage than completion of the assessed building, these can be considered where: A commitment has been made to provide the transport services within the shortest of the following periods and this is demonstrated within the General Contract Specification or in the form of a Section 106 Agreement:

The transport services will be available for use by the time 25% of all phases have been completed and are ready for occupation.

The transport services will be available for use within 25% of the total build time for the phase in which the assessed building forms a part, measured from the completion date of that phase.

Where the transport services will not be available for use within a period of five years from occupation of the assessed building, they cannot be considered for compliance with the BREEAM criteria.

Sustainable transport measures – Shell only and shell & core assessments - KBCN1181

Assessment option 3 “Public transport information system” A public transport information system may not be in the scope of works for a shell only or shell & core assessment. In such cases, this measure is not available, however points can be achieved through demonstrating compliance with alternative options in this issue. If it does fall within the scope of works, this measure is still available. Assessment option 4 “Electric Vehicle recharging stations” For shell only and shell & core assessments it is permissible to demonstrate compliance through provision of all necessary infrastructure required for future installation of compliant electric recharging stations. BREEAM recognises that full installation of recharging terminals may be outside the scope of shell only and shell & core stages. Assessment option 5 “Car Sharing” For speculative shell only and shell & core assessments, measures 5.7 and 5.8 might not be achievable. Where this is demonstrated and justified, the one point available for this option can be achieved through compliance with measures 5.9 & 5.10 only. Where the building occupier is not known, project teams are unable to influence the implementation phase of a car sharing scheme.

26/06/2020 Note relating to Option 3 - wording amended to clarify the intent.

Table 7.3 AI and number of points achieved - KBCN1362

The header for the table should read:

First column: “Points required for projects with AI < 25”
Second column: “Points required for projects with AI ≥ 25 < 40”
Third column: “Points required for projects with AI ≥ 40”

Therefore, please ignore the text in the second column “(urban centre)”. For example, a project with an AI of 30 that achieves 4 points for implementing options in Table 7.4 would be awarded 6 credits.

Tra 01 and Tra 02 – Prerequisite and RIBA stage requirements - KBCN1205

In Issues 1.0 and 1.2 of the technical manual, the criteria state that achieving the credits in Tra 01 is a prerequisite to awarding credits for Tra 02. In order to clarify the intent, there is a need to distinguish between the following:

A ‘transport assessment’, which, to be effective, must be carried out during the early design stages to influence time-critical aspects of the design.

A ‘travel plan’, which must be developed at an appropriate time during the design development to influence the implementation of appropriate transport measures during construction and operation.

The requirement to undertake an early-stage ‘transport assessment’ remains as a criterion to award any credits for Issue Tra 01, however it has now been clarified that this does not form part of the prerequisite for awarding credits in Tra 02. The prerequisite to achieve credits in Tra 02 relates to the requirement to develop a ‘travel plan’ at an appropriate stage in the development, which informs decisions relating to the sustainable transport measures implemented in Tra 02. Clarification of the requirements in Tra 01 and Tra 02: Tra 01, Criterion 1 This currently states: ‘1. During the feasibility and design stages, develop a travel plan based on a site-specific travel assessment or statement.’ Clarified criterion: ‘1. No later than Concept Design stage, undertake a site-specific transport assessment (or statement) and draft travel plan, which can demonstrably be used to influence the site layout and built form; see Methodology.’ Tra 01, Criterion 3 This currently states: ‘3. The travel plan includes proposals to increase or improve sustainable modes of transport and movement of people and goods during the building's operation and use; see Methodology.’ Clarified criterion: ‘3. Following a transport assessment (in accordance with the requirements set out in criteria 2a-2g) develop a site-specific travel plan, that provides a long term management strategy which encourages more sustainable travel. The travel plan includes measures to increase or improve more sustainable modes of transport and movement of people and goods during the building's operation; see Methodology.’ Tra 02, Prerequisite This currently states: ‘1. Achieve the Tra 01 Transport assessment and travel plan credits.’ Clarified criterion: ‘1. Achieve criteria 3-5 in the Tra 01 Transport assessment and travel plan Issue’

This will be confirmed in the next reissue of the technical manual, but the tool has been updated on BREEAM Projects and this can be applied immediately in all versions of the UK NC2018 scheme.

New Construction / UK / 2018 / 04 Transport /