4. Strategic Environmental Assessment and option testing p17

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1 Appendix Two Joint Local Transport Plan to 2026 Strategy First draft March 2010 Contents 1. Setting the scene p2 2. Vision, goals and challenges p8 3. Engagement p14 4. Strategic Environmental Assessment and option testing p17 5. Reducing carbon emissions p21 6. Supporting economic growth p31 7. Equality of opportunity p49 8. Safety, health, security p67 9. Quality of life p Delivery Plan p Major transport schemes p Targets and monitoring p Summary p132 Glossary of terms p135 1

2 1. Setting the Scene 1.1 Welcome The West of England is the gateway to the south west and its economic powerhouse accounting for 26% of the region s economy. With a million people and half a million jobs we have the highest growth in Gross Domestic Product (GDP) per capita of any major city in England outside London. In terms of GDP we are, along with the capital, the only English city in the European top forty It is a sub-region of great diversity and attraction from the expansive beaches of Weston-super-Mare to the Georgian splendour and UNESCO World Heritage Site of Bath to the high technology of the North Fringe to the old market towns of Thornbury, Chipping Sodbury, Midsomer Norton and Radstock to the Core City and regional capital of Bristol itself (see Figure 1.1). In Cabot Circus in Bristol and Southgate in Bath the West of England has two of the most modern and exciting shopping centres in the country. Figure 1.1: Joint Local Transport Plan Area This is the geographical setting for the new Joint Local Transport Plan. It is joint because the four councils of Bath and North East Somerset, 2

3 Bristol City, North Somerset and South Gloucestershire have joined up to deliver transport improvements across the West of England It is new because our first Joint Local Transport Plan (JLTP) only covered the years 2006 to This Plan takes on a wider timescale from 2011 to This Plan, whilst being the second Joint Local Transport Plan, will be the third Local Transport Plan produced by the four West of England councils. For this reason it is referred to throughout as the Joint Local Transport Plan 3 (JLTP3) Success comes with a price. We suffer from congestion. By 2016 this will cost 600m a year. Vehicle speeds are slow. We have in parts of Bristol and Weston-super-Mare some of the top 10% of deprived areas in the country as well as air quality issues in Bath and Bristol. We have the draft Regional Spatial Strategy challenge of delivering thousands of homes and jobs by Working with partners The JLTP3 does not exist in isolation as Figure 1.2 shows. It works alongside the West of England Partnership Multi Area Agreement and the emerging Local Development Frameworks and Local Strategic Partnerships of the four councils Our transport partners, the Highways Agency, Network Rail and the train and bus operating companies, the four local Primary Care Trusts plus our neighbours, Gloucestershire, Wiltshire, Somerset and Wales, remembering that transport doesn t just stop at the border, all have roles to play The Department for Transport, Government Office for the South West, South West Councils and the South West Regional Development Agency provide input and support at national, regional and local levels. The Local Transport Act 2008 provides a palette of potential powers to assist the JLTP Overseeing the preparation of the JLTP3 has been the Joint Transport Executive Committee bringing insight and joint decision making to transport matters. Joint Scrutiny performs a vital scrutinising role. A Transport Plan Commission, set up with key stakeholders, advises on the content of the JLTP3. 3

4 Figure 1.2: Partners, Plans and Programmes Integrated Regional Strategy for the South West Draft SW Regional Spatial Strategy incorporating Regional Transport Strategy Regional Funding Advice Department for Transport Government Office for the South West Delivering a Sustainable Transport System Local Transport Act 2008 LTP3 Guidance Joint Local Transport Plan to 2026 Joint Transport Executive Committee Local Development Frameworks Single Conversation Local Strategic Partnerships Multi Area Agreement Joint Scrutiny Sustainable Community Strategies Corporate Strategies Transport Plan Commission Transport Partners: Highways Agency Network Rail Train and bus operators Health Trusts South West Regional Development Agency Neighbouring authorities: Gloucestershire Wales Somerset Swindon Wiltshire South West Councils 4

5 1.3 Who does what? Talking of our partners it is worth pausing to consider who does what. West of England Partnership Produces the Joint Local Transport Policy and progress reports. Co-ordinates major transport scheme bids. Leads on strategic transport issues. Joint Transport Executive Committee Considers joint transport initiatives and recommends courses of action to the four councils. Bath and North East Somerset, Bristol City, North Somerset and South Gloucestershire Councils Manages some on and off street parking. Supports some local bus services, community and school transport and concessionary travel. Looks after cycle paths and public rights of way. Maintains roads and footpaths. Implements major transport, road safety, traffic management, traffic calming, bus priority, smarter choices, cycle and walking schemes. Run joint travel awareness issues such as Jam Busting June and Travel Plan awards. Other partners Network Rail owns and manages the rail network including track, signals and tunnels. All the stations in the West of England area are owned by Network Rail but managed by First Great Western. First Great Western operates the majority of train services and manages all the stations with Cross Country and Arriva providing additional services. Highways Agency manages the strategic road network (M5, M4, M32 and sections of the A4, A36 and A46). Commercial bus companies run local and long distance bus services. The four Local Strategic Partnerships bring together business, public sector, communities, voluntary sector and higher and further education to identify and tackle key local issues We work in partnership with all these organisations but sometimes we do not have the power to make the final decisions. 5

6 1.4 Building on the Joint Local Transport Plan 2006 to The JLTP3 builds on the work of the Joint Local Transport Plan (2006 to 2011). The Department for Transport rated it as good and very competent. Our progress in implementing it was described by the Government Office for the South West as Overall we consider that your LTP2 (JLTP) strategies are being delivered and that you have made considerable progress in the first two years of LTP2 both in delivery and in keeping the majority of your targets on track." We have 21 of those targets in the JLTP. 18 of them have been consistently kept on track, the best performance in the South West. It is this performance the JLTP3 will need to continue. 1.5 Vision and finances We live in financially straightened times and unavoidably this will shape the JLTP3. Our Plan is based around financial realities, practicality and value for money. Whilst this acts as a bit of a damper on our aspirations we will explore future avenues as the financial climate improves. Look out for the Vision to 2026 sections throughout the JLTP Structure of the JLTP The JLTP3 will be in three parts as shown in Figure 1.3 with: a) Strategy taking the long term overall policy view 2011 to b) Delivery Plan setting out implementation proposals over the shorter term c) Supplementary Documents covering walking, parking, public transport, traffic management and freight, smarter choices, road safety, cycling and rural transport in more detail First drafts of the Supplementary Documents have been produced alongside the JLTP3 Strategy and are available as a separate volume In the chapters that follow we set out the Strategy for the new Joint Local Transport Plan (JLTP3) for the West of England. Box 1a provides a useful guide as to what to expect. 6

7 Figure 1.3: Joint Local Transport Plan 3 Structure Joint Local Transport Plan 3 Strategy 2011 to 2026 Supplementary Documents Cycling Network Management and Freight Parking Public Transport Road Safety Rural Transport Smarter Choices Walking Delivery Plan 3 year programme of schemes Box 1a: Guide to the JLTP3 Chapter 1 sets the scene Chapter 2 highlights our vision, goals and challenges. Chapter 3 goes onto demonstrate how engagement is shaping and will shape the JLTP3. Chapter 4 outlines the important Strategic Environmental Assessment Report (SEA) and how we will test a range of options for delivering the JLTP3. Chapters 5 to 9 set out the evidence and strategies for delivering the five JLTP3 and Delivering a Sustainable Transport System (DaSTS) goals. Chapter 10 gives a brief description of the Delivery Plan for implementing schemes. Chapter 11 provides a summary of the Regional Funding Allocation 2 (RFA2) major transport scheme programme. Chapter 12 identifies a range of potential targets for monitoring the success of the JLTP3. And finally Chapter 13 provides a handy summary. 7

8 2. Vision, Goals and Challenges 2.1 Introduction We need a vision to drive the Joint Local Transport Plan 3 (JLTP3), a picture of how our transport network might look in This coincides with the timescale for the draft Regional Spatial Strategy. The homes and jobs the Strategy expects us to deliver is our biggest challenge. Hence it makes sense to tie the two up To guide the JLTP3 there is the shared West of England vision (see Box 2a), the vision from the Joint Local Transport Plan 2006 to 2011 (see Box 2b) and our Sustainable Community Strategies and Corporate Plans. These visions remain highly relevant and it is not the intention of the JLTP3 to revisit them. We need to have aspirations but be realistic at the same time. Box 2a: Summary of West of England vision A buoyant economy. A rising quality of life for all. Easier local, national and international travel. Cultural attractions that make the West of England a place of choice. Approach to delivery that is energy efficient, protects air quality, minimises waste and protects and enhances the natural and the built environment. Makes positive use of the mix of urban and rural areas. Box 2b: JLTP Vision 2006 to 2011 The Vision is a transport system that: Strengthens the local economy; Supports rising quality of life and social inclusion; Improves access and links; Ensures that alternatives to the car are a realistic first choice for the majority of trips; Offers real choice - affordable, safe, secure, reliable, simple to use and available to all; and Meets both rural and urban needs The vision is just the starting point. We will deliver it through a Joint Local Transport Plan based around the five key goals from the Department for Transport s Delivering a Sustainable Transport System (DaSTS) of: 8

9 Reduce carbon emissions Support economic growth Promote equality of opportunity Contribute to better safety, security and health Improve quality of life and a healthy natural environment We believe these five goals provide a robust basis for the JLTP3, support the visions and help us focus on delivery. As Box 2c demonstrates we have taken each goal and shaped a series of challenges and issues of local importance around them backed up by robust evidence Looking forward to 2026 this vision needs to be seen in the context of a fast moving world with changing technology, lifestyles, national policies and Governments and the potential challenges of climate change and peak oil. We need to be practical and realistic but we still need one eye on the future Indeed the city regions that will prosper in the 21st century will be those that successfully adapt their approach to travel and transport. Within densely populated areas the normal choice will be safe, reliable, comfortable and affordable public transport combined with walking and cycling. This must be carefully planned to link with the transport networks in the surrounding rural areas, where the car will continue to play a major part alongside improved public transport, walking and cycling. 9

10 Box 2c JLTP3 Goals, Challenges and Evidence Strategic Goal Our challenge Evidence Local importance Goal 1: Reduce carbon emissions Reduce greenhouse gas emissions. Resilient and adaptable transport network. JLTP CO2 study. Greater Bristol Strategic Transport Study (GBSTS) (Atkins 2006) CO2 forecasts. DaSTS CO2 public transport study. Environment Agency Westonsuper-Mare study. Rising sea levels, impact on coastal settlements and transport networks. Increased occurrence of extreme weather and resultant adverse impact (e.g. flooding). Improve public transport, walking and cycling to provide attractive and healthy alternatives to car travel. Goal 2: Support economic growth Tackle congestion and improve journey times. Promote use of alternatives to the private car. Encourage more sustainable patterns of travel behaviour. Support delivery of houses and jobs through the draft Regional Spatial Strategy (RSS). Access to employment growth areas particularly from deprived neighbourhoods. Reduce the adverse impact of traffic. Increase the capacity and reliability of local and national transport networks. Maintain, manage and ensure 600m cost of congestion per year by 2016 (Our Future Transport, 2008). Congestion Delivery Plan. Traffic growth, car ownership and use higher than national levels (National Travel Survey and 2001 Census data). Rail passengers doubled in ten years (West of England Rail Survey). New homes and jobs through the draft Regional Spatial. Strategy (RSS) by Greater Bristol Strategic Transport Study 2006 (GBSTS). Annual local authority road Employment growth and regeneration areas in South Bristol, Emerson s Green Science Park, Weston-super-Mare. Highways Agency managed motorway and trunk road network. Key local transport corridors. Electrification of Great Western Mainline. Joint Transport Asset Management Plan. Rights of Way Improvement Plans. Cycling City. Bath World Heritage Site Freight including Avonmouth and Portbury docks. Bristol International Airport. Filton Airfield. 10

11 best use of our transport assets. Address potential issues of peak oil. condition surveys. National Highways and Travel Surveys. Local Development Frameworks. Great Western Route Utilisation Strategy (Network Rail 2010). Electrification of Great Western mainline (DfT 2009). Regional Funding Allocation 2 major transport schemes. Peak Oil report (Bristol Green Momentum Group, 2009). Goal 3: Contribute to better safety, health and security Significantly reduce the number of road casualties. Improve safety for all road users, particularly the most vulnerable members of the community. Encourage more physically active travel. Design out crime and the fear of crime. Improve air quality in the Air Quality Management Areas. Ensure air quality in all other areas remains better than the national standards. West of England Road Safety Partnership accident targets and data. Powered two wheeler, cyclist and pedestrian accident statistics. Traffic surveys. Air quality Reviews and Assessments. % of population with long term illness (2001 Census). Sustainable Methods of Travel to School Surveys. Obesity, health, physical Promote walking, riding and cycling as healthier travel alternatives. Air Quality Management Areas in Bath and Bristol. New AQMAs being declared for Keynsham, Kingswood, Cribbs Causeway and Staple Hill. Provision and maintenance of cycle ways and footpaths. 11

12 Improve personal security on the transport network. activity and links to transport various studies. Goal 4: Promote equality of opportunity Improve accessibility for all residents to health services, employment, digital infrastructure and other local services. Assist neighbourhood renewal and the regeneration of deprived areas. Improve access to services for rural and remote area residents. Reduction in commercial bus network and cost of fares. Disability Discrimination Act compliant transport network. 10% most deprived wards in the country in Weston-super- Mare and Bristol (2001 Census). % of population with long term illness (2001 Census). % of population with mobility impairments (2001 Census). % of population aged 75+ (2001 Census). % of population Ethnic minorities (2001 Census). Accession mapping. Implement the Rights of Way Improvement Plans (ROWIP). Bristol Health Service Plan and Southmead redevelopment. Existing Joint Local Transport Plan Action Plans to improve access to health and employment. River, road and railway barriers to movement. Public transport in rural and remote areas. Goal 5: Improve quality of life and a healthy natural environment Minimise the impact of transport on the natural and historic environment. Reduce the number of people exposed to unacceptable levels of transport noise. Enhance streetscape, public spaces and the urban environment. Promote better access to leisure activities and the countryside. Enhance the journey experience. Traffic surveys. GBSTS. Environmental Assessments. Noise surveys and modelling. Sustainable Methods of Travel to School Surveys. Joint Waste Strategy. Bath World Heritage Site. Maintain and enhance historic town and city centres and villages. Public Realm and Movement Strategy. Weston-super-Mare seafront enhancements. Cotswold and Mendip Areas of Outstanding Natural Beauty. ROWIP access to the countryside National Cycle Network. Avon Valley Railway. 12

13 2.2 Cross Boundary Issues Work is currently being undertaken with our neighbouring authorities (Wiltshire, Swindon, Somerset, Gloucestershire, Monmouthshire and the Welsh Assembly Government) identifying cross boundary transport issues. These are likely to include common issues around commuting, rail services, bus routes, cycle links, freight routes and signing. 2.3 Next steps None of this chapter is set in stone at this stage. We expect engagement and evidence gathering to help shape and refine the goals and challenges. This is a starting point but one based on existing experience, evidence and Government guidance. 13

14 3. Engagement 3.1 Introduction A key part of the development of the Joint Local Transport Plan 3 (JLTP3) is engagement with the public and stakeholders. We want to know your views. This is crucial to ensure the Plan does not sit in isolation but has genuine ownership by the wider community. Set out below is a summary of the engagement approach being taken in developing the JLTP The Transport Act 2000 places a statutory duty on local authorities to engage with its constituents when formulating transport policies and plans. The Act sets out key groups to involve when developing plans, however the four local authorities of the West of England Partnership conducted a more widespread engagement process as part of developing the first JLTP. It is proposed, as set out, to continue this approach for JLTP Overall Approach and Timescale There are two main periods of engagement proposed in developing JLTP3: Vision shaping and objectives during Winter 2009/10. Consultation on the draft Strategy and Delivery Plan commencing in early summer In addition to the above, there will be on-going engagement throughout the Plan development period with key stakeholders via the Transport Plan Commission. This is an advisory body, acting as a steering group, which has been set up to guide the development of JLTP The approach is aimed at conducting smart and targeted public engagement, and ensuring that local stakeholder groups and the public are given a genuine opportunity to comment on the emerging JLTP3. To achieve this resources are targeted at different groups during the two periods to ensure that they are engaged at the appropriate level, where their views can help develop the JLTP It has traditionally been very difficult to get general public engagement on high level strategic goals. The level of public response is normally much greater when asked about, and engaged in, the development of the detailed strategy and plans for implementation To this end it is proposed to focus engagement on key stakeholders and representative groups to ensure their support for the strategic goals, and to raise awareness of JLTP3 in advance of the wider engagement process in Summer/Autumn

15 3.2.6 This Plan proposes the wider engagement process will then be carried out as part of the strategy, supplementary documents and delivery plan consultation, where a diverse range of views can be more easily taken on board and provide a genuine opportunity for people to influence the shape of JLTP3. Ideas include: Wider engagement targeting hard-to-reach groups - schools, youth groups, focus groups, businesses, car driving public, Green Commuter Clubs, awareness campaigns, promotional materials and flyers, family groups and the four councils existing media. Web based material with frequently asked questions section and comments section. Citizen Panel questionnaires. Use of the new travel+ website and focus for the wider engagement Summer/Autumn A questionnaire will accompany this first draft of the JLTP Figure 3.1 sets out further detail and the timetable for the engagement process. Key dates for the production of the JLTP3 are set out below. Date March 2010 March to June 2010 July to September 2010 October to December 2010 January to February 2011 March 2011 April 2011 JLTP3 Milestone First draft JLTP3 endorsed by Joint Transport Executive Committee on 18/03/10 for engagement with key stakeholders Changes arising from key stakeholders Formal engagement on second draft JLTP3 Changes to JLTP3 arising from engagement Revised JLTP3 approved by the four councils Final JLTP3 published JLTP3 comes into force 15

16 2010/11 Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Vision Shaping Engagement Winter 09/10 Transport Plan Commission WEP Conference Joint Transport Forum Open Councillor Workshops Web Based Draft Strategy and Delivery Plan Engagement Summer Autumn '10 Consisting of the elements above plus:- Awareness campaign/advertsing Questionnaire and FAQs on Strategy, Supplementary Documents and Delivery Plan - Web based - Distributed through well developed contact channels, e.g. Green Commuter Clubs, School Travel Plan Advisors etc. Focus Groups Static Displays (not staffed) Targeted advertising at drivers such as petrol pump adverts Figure 3.1: JLTP3 engagement timetable 16

17 4. Strategic Environmental Assessment and Option Testing 4.1 Background The Joint Local Transport Plan 3 (JLTP3) aims to improve transport in the West of England, make travel more convenient and safer, support economic growth, promote equality of opportunity and improve the quality of people s lives European Directive 2001/42/EC and UK Statutory Instrument 2004/1633 both require an assessment of the impact plans such as the JLTP3 would have on the environment. This is known as a Strategic Environmental Assessment (SEA). The aim is to protect the environment and integrate environmental considerations into the JLTP SEA Process The SEA process starts with a Scoping Report leading to a full Environmental Report, a Health Impact Assessment and an Equalities Impact Assessment. A separate Habitats Regulations Assessment is also being carried out in order to determine the effects of the JLTP3 on the nine International Conservation Designations located within or close to the West of England s borders SEA legislation requires the following topics to be considered in the preparation of the JLTP3: Air quality Climatic factors Biodiversity, fauna and flora Population Human health Soil Water Material assets Cultural heritage Landscape Arising from these topics and other current plans and policies such as the emerging Core Strategies and Waste Strategy a series of SEA transport related objectives has been proposed. These objectives will be used as the basis for the environmental assessment At this stage of the JLTP3 the Scoping Report (December 2009) has been produced and sent to key stakeholders, including Natural England, English Heritage and the Environment Agency, for comment. The next step is to revise the Scoping Report with the key objectives 17

18 and test a series of transport options, which are essentially packages of measures needed to deliver the JLTP The Health Impact Assessment looks at public health concerns related to the JLTP3 in respect of air quality, noise and climate change, contributing to equality of life and reducing health inequalities The Habitats Regulation Assessment considers whether the JLTP3 would have an adverse affect on the integrity of international designated habitats. These international sites are as follows: Avon Gorge Woodlands Bath and Bradford on Avon Bats Chew Valley Lake Mendip Woodlands Mendip Limestone Grasslands North Somerset and Avon Bats Severn Estuary SAC Severn Estuary SPA Severn Estuary Ramsar The JLTP3 will need to address anti-discrimination and equalities legislation and take account of the impact JLTP3 may have on the local community by undertaking an Equalities Impact Assessment. 4.3 Option Testing As required by the SEA legislation and taking all the above factors into account, the JLTP3 will be assessed against a range of reasonable alternatives. Six alternative options have been identified at this stage. These options offer a different emphasis of approach and funding for some elements. Nonetheless they all include as standard the major transport schemes which will have reached at least Programme Entry status (see Chapter 11 Major Schemes) by 2010/11. They are: Greater Bristol Bus Network Bath Package Weston Package Rapid Transit Ashton Vale to Bristol Temple Meads South Bristol Link North Fringe to Hengrove Package Each option also includes varying levels of funding for Integrated Transport and Maintenance schemes. 18

19 4.3.3 The six options for testing are: 1.Integrated Transport Package A programme of investment and maintenance across all modes of transport and in promoting use of sustainable modes of transport through smarter choices promotions, which aims to reduce congestion by improving highway networks and encouraging a shift to more sustainable modes of transport. 2. Highway-focused Improvement Package Investment focused on highway major transport schemes, improvements to the existing highway network and its maintenance with the aim of reducing congestion and easing traffic flow. 3. Enhanced Public Transport Package Investment focused on public transport major schemes (e.g. rapid transit) and improvements to bus and rail services with the aim of attracting car drivers onto public transport and hence reducing congestion and carbon dioxide emissions. 4. Enhanced Smarter Choices Package This package concentrates on capital schemes to encourage walking and cycling plus incentives to encourage use of public transport (e.g. travel cards). It does not include major highway or public transport schemes (included in alternatives 1 to 3). As with Option 3, this package aims to attract drivers to more sustainable modes of transport 5. Demand Management Package The capacity of the highway network for cars would be selectively reduced, with road-space reallocated to footways, cycle lanes/paths and bus lanes. Vehicle speeds would also be reduced as appropriate. This option aims to force car drivers onto sustainable modes of transport. 6. Road User and/or Workplace Charging Congestion charging, car park charging and other such fiscal measures would be implemented to discourage car use, with resultant income reinvested in scheme options as described in Options Where an option will potentially undermine a SEA objective, measures to reduce or avoid the adverse effect will be put forward to help mitigate it. This process will help provide an appropriate level of environmental protection and improvement through the development of the JLTP3. Results from the option testing process will help shape the final JLTP3. They will be documented in the Environmental Report to be published alongside the second draft of the JLTP3 in July Figure 4.1 illustrates the main steps of the SEA in relation to the process for developing a local transport plan. 19

20 Figure 4.1: Local Transport Plan and Strategic Environmental Assessment Processes 20

21 5. Reducing Carbon Emissions Strategy Summary Reducing greenhouse gas emissions by focusing on the promotion of low carbon choices, providing alternatives to the car, influencing travel behaviour and managing demand; To adapt to climate change by increasing the transport network s resilience to extreme weather events. Target There are 3 national indicators relating to climate change (see Box 5a for more details): NI 186 Per capita reductions in CO2 emissions in the Local Authority (LA) area; NI 188 Adapting to Climate Change; NI 185 CO2 reduction from LA operations. Work on setting an NI 186 target is currently being undertaken and will be reported in the second draft of the JLTP3 in July The other two are possible supporting indicators. Box 5a: Measurement of indicators NI 186 Per capita reductions in CO2 emissions in the Local Authority area Baseline 2005; Data published by Department for Environment Food and Rural Affairs (Defra) for each LA breaking down data into - Business and public sector - Domestic housing - Road transport but excluding motorways; Data for 2007 has recently been published (September 2009); Road transport emissions calculated by consultants AEA using Department for Transport (DfT) area-wide vehicle kilometre data and applying national average vehicle fleet composition information. NI 188 Adapting to Climate Change LA to report their preparedness taking account of national guidance ( Have to report on level the LA has reached, i.e. Level O: Baseline, scoping, project planning, engagement of community, service users, LSP partners, developing vision; Level 1 comprehensive assessment, developed possible adaptation responses to transport policies/ operations etc; Level 2 effective adaptation responses identified; Level 3 adaptation action plan developed. 21

22 Level 4 adaptation action plan implemented, monitoring set up Target is for all LAs to reach level 4 This indicator will be used as supporting evidence NI 185 CO2 reduction from LA operations Baseline 2008/09; Data provided by LA using Defra spreadsheet tool; Defra reported in July 2009 an error in the spreadsheet template-- therefore LA data apparently not yet available; Only B&NES have this as a Local Area Agreement target (we are not proposing a joint target); This indicator will be used as supporting evidence. 5.1 Background and evidence: As we move into the 21 st Century we will need to adapt our approach to travel and transport. Within densely populated areas the normal choice will be safe, reliable, comfortable and affordable public transport combined with walking and cycling. Careful planning will be needed to link with the transport networks in the surrounding rural areas, where cars will continue to play a major role The decarbonising of travel and transport, therefore, cannot be viewed in isolation. It has to be seen as part of the overall objectives for our travel and transport system and as part of the four councils wider agenda to reduce carbon emissions The contribution of the transport sector towards meeting the national targets are set out in Low Carbon transport: A greener future (Department for Transport, July 2009). Decarbonising transport is seen as a key part of the solution to mitigating climate change. The Government s Carbon Reduction Strategy states..by 2050 we can expect to see a fundamentally different transport system in our Country. Road and rail transport will be largely decarbonised The national strategy places reliance on: new vehicle technologies and fuels; using market mechanisms such as taxes and duty; and promoting low carbon choices The Department for Transport (DfT) expects the first two making a significant contribution towards meeting the national 2020 carbon reduction target but looks to local authorities to develop strategies and implementation plans that take significant steps towards mitigating climate change. See Box 5b for how this is starting to happen. 22

23 Box 5b: Green Transport in Bath Bath & North East Somerset Council was successful in its application to the Department for Transport s Green Bus Fund, designed to support and hasten the introduction of low carbon buses to help meet the national target for reducing greenhouse gas emissions. The 127,000 awarded to the Council in December 2009 is equal to the difference in cost between a low carbon bus and a standard diesel bus. Subject to a feasibility study the award is expected to fund the introduction of a hybrid vehicle for Bath s park and ride service. The Green Bus initiative is designed to build on the trial of a low carbon bus in Bath planned for 2010 as part of the EU CIVITAS programme. Bath is one of 5 cities involved in the CIVITAS programme aimed at achieving more sustainable, clean and energy efficient urban transport systems The Climate Change Act 2008 established legally binding national targets for CO2 emissions to 2020 and It made a commitment to setting five year carbon budgets starting , as set out in the 2009 budget statement. The national targets are: 34% reduction in CO2 emissions by % reduction in greenhouse gases by However, national road transport emission levels in the UK in 2007 were 11% over the 1990 baseline level; hence these targets are effectively increased to 40% and 82% respectively (based on Defra figures) In November 2009, Bristol City Council adopted a local target of 40% reduction of CO2 emissions from 2005 to See Box 5c. Box 5c: Bristol City Council target In November 2009 Bristol adopted a target to reduce its CO 2 emissions by 40% by 2020 from a 2005 baseline. This will lead to the adoption of CO 2 emission, energy and resilience targets for Bristol s road transport, business/public sector and homes, with clear accountabilities and monitoring. It is proposed that each sector makes the same percentage reduction to 2015 and to 2020, at a steady rate of change. 23

24 Box 5c contd. Bristol s Transport CO 2 emissions and future emission levels Year Bristol's CO 2 emissions (kt CO 2 ) Total savings (kt CO 2 ) Savings target Savings from national measures (kt CO 2 ) Savings from local measures (kt CO 2 ) % % The UK Low Carbon Transition Plan (LCTP) sets out a package of measures to meet the UK s carbon targets to Our initial analysis concludes that the national measures included in the LCTP and other national strategies should deliver around half of the emission savings needed in Bristol by Therefore local measures will need to deliver the other half of the savings Transport accounts for 27% of national greenhouse emissions. In 2007, road transport represented 32% of West of England CO2 emissions, 19% from local road transport: see Figure 5.1. A total of 2,400 kilo tonnes of CO2 were estimated to have been emitted in that year by road transport (including Motorway traffic), some 2.3 tonnes per head of population. This compares with the national average of 2.2. Figure 5.1: CO2 Emissions CO2 Emissions by Sector 2007 Motorway traffic 13% Local road transport 19% Rail 1% Other 1% Industry & Commerce 35% Domestic 31% Source: Department of Energy and Climate change The DfT s Carbon Pathways report sets out the scale of the challenge between forecast emissions from transport and any implied or hard 24

25 targets for transport. The forecasts suggest that domestic transport emissions will fall by 1% by 2020 from 2005 levels, with a further 5% reduction possible from a UK proposal for revised EU wide cap on new car CO2 emissions Road transport accounts for 92% of emissions from domestic transport in the UK (excludes international aviation and shipping). Within road transport 52.5% of emissions comes from passenger cars, 19.8% from Heavy Goods Vehicles (HGVs), 15% from Light Goods Vehicles (LGVs) and 4.5% is from other road transport such as buses Table 5.1 below shows the Local Authority CO2 Emissions estimates by industry and commerce, domestic and road transport, undertaken by Defra in This is a good starting point for understanding the challenge facing local authorities. The total emissions are then divided by per capita emissions (t). Table 5.1: Local Authority CO2 Emissions Estimates undertaken by Defra (2007) Local Authority Year Industry and Commercial Domestic Road Transport Total Population ('000s, midyear est) Per Capita Emissions (t) Per Capita Emissions - transport Bath and North , East Somerset , , Bristol City , , , North Somerset , , , South , , Gloucestershire , , , West of England TOTAL Source: Defra Local Authority CO2 emissions estimates

26 Nationally, the DfT s Carbon Pathways Analysis considers potential cost-effective ways to reduce emissions for different types of journey and different journey modes. Although reducing all vehicle trips and overall distance travelled is important, the analysis shows that: The relative concentration of transport emissions is on major routes and in large urban conurbations as against rural locations; Although short car driver trips (less than five miles) account for a large proportion of total trips by household car (57%), they produce a smaller share of CO2 emissions 20%. Longer trips account for a smaller share of total trips made but produce a higher proportion of emissions (e.g. 7% of trips are over 25 miles but account for 38% of CO2 emissions from cars). Source: DfT analysis based on 2002/2006 averages; Certain journey purposes are associated with a greater proportion of CO2 emissions than the proportion of passenger distance travelled commuting trips account for 19% of passenger distance travelled but 23% of CO2 emissions from household cars. Business trips account for 10% of total car mileage but 14% of total emissions. This is because trip lengths, journey speeds, type of vehicle and vehicle occupancy rate are also taken into account; CO2 emissions from freight movements are also dominated by the road sector. Nationally LGV traffic is forecast to increase most rapidly, with expected growth of 67% by 2025, partly due to the trend in home deliveries Table 5.2 shows the full breakdown in the relationship between CO2 emissions, car trips and distance travelled (GB averages). This information has been extracted from tables and charts in the DfT s Regional Data Book and Carbon Pathways Analysis and relates to Great Britain as a whole. Table 5.2: Profile of CO2 emissions by car trips and distance travelled Great Britain Journey distance % of total car trips % of total distance % of CO2 travelled by car emissions Under 1 mile 7% 1% 1% 1-2 miles 17% 2% 4% 2-5 miles 33% 12% 14% 5-10 miles 21% 16% 18% miles 16% 26% 25% miles 4% 16% 15% miles 2% 13% 11% 100 miles + 1% 14% 12% Figures have been rounded As described above, the Carbon Pathways work also looked at journey purpose by distance and CO2 emissions. Figures 5.2 and 5.3 are extracted from the report, together with a chart that shows the 26

27 breakdown of CO2 emissions by journey purpose for the different trip lengths. Figure 5.2: Passenger distance by household cars by journey purpose, GB, 2006 Figure 5.3: Estimated CO2 emissions from household car journeys by journey purpose, GB, Reduction in transport-related greenhouse-gas emissions through less use of motor vehicles and increase in the distances walked and cycled could have important health benefits (see Box 5d). The health benefits of increased walking and cycling are set out in Chapter 9. 27

28 Box 5d: Key health messages Production of lower-emission motor vehicles (cars, motorcycles, and trucks) and reduction in travel by motor vehicles are needed to meet targets for reduction of greenhouse-gas emissions; Reduction in the distance travelled by motor vehicles could have a greater effect on urban health; Increases in the distances walked and cycled would also lead to large health benefits through greater levels of activity. 5.2 Strategy We see one of our roles as focusing on the promotion of low carbon choices, providing alternatives to the car, influencing travel behaviour and managing demand (see Chapter 6 Supporting Economic Growth)). Key measures will include workplace and school travel plans, personalised travel planning and improvements to walking and cycling infrastructure as well as public transport enhancements, integration of travel modes, better information, more efficient distribution and reducing the need to travel through technology and spatial planning. These would be delivered with funding from JLTP3 annual capital, major transport schemes and local sources (see Chapter 10). Other opportunities are set out in Box 5c We will look at setting a target for reducing transport related CO2 emissions by Box 5e: Mitigating Climate Change Further opportunities to mitigate climate change also present themselves through a wider approach to better designed shared infrastructure, such as:- Helping wildlife adapt better to climate change e.g. through inclusion of wildlife corridors to bolster and connect existing habitats; Helping reduce the urban heat island effect through appropriate surfacing e.g. cool pavements, and increasing tree canopy coverage; Amelioration of flooding/pinch points e.g. sustainable urban drainage, and discouraging tarmac/concreting of gardens; Improving fuel security e.g. installation of district heating systems Improving the resilience of communication systems e.g. integrating ICT cabling networks The Delivering a Sustainable Transport System (DaSTS) West of England Transport Study (expected spring 2010) will provide a useful tool for developing measures to reduce greenhouse gas emissions and complement ongoing programmes. The study will estimate the reduction in greenhouse gas emissions resulting from a shift from the private car onto alternative modes including bus priority corridors, rapid transit 28

29 routes, rail, cycling and walking investment. It is intended that the study provide a generic approach/methodology that could be rolled out across the whole of the South West. We will also use emerging work being undertaken by the South West Local Authorities Climate Change group on measuring and monitoring carbon emissions from transport and the impact of schemes The West of England authorities are working through the levels of preparedness for adapting to climate change, following national guidance to meet National Indicator 188. The authorities share good practice through the West of England networking meetings South Gloucestershire Council and Bristol City Council are working towards level 2 identifying effective adaptation responses and have undertaken the comprehensive Risk and Opportunity Assessment. This assesses risks and opportunities from a changing climate in relation to four key areas infrastructure and buildings, health, natural environment and economy. Adaptation action planning will be completed by March Box 5f sets out the risks and opportunities to transport infrastructure. Box 5f: Transport Infrastructure risks and opportunities Risk Impact Increasingly frequent Damage and disruption to strategic transport and more severe infrastructure: weather: a) storms and gales Especially Severn Bridge crossings, mainline railway lines, telecommunications and key arterial routes. b) heatwaves Especially mainline railway lines due to buckling rails and melting roads plus thermal expansion bridges and flyovers. c) flooding Especially at Severnside and Avonmouth, in the City Centre and near main rivers i.e. the Avon and River Frome, and scouring of bridge footings. Increased frequency of extreme sea level rise Seasonal change: Changing ground conditions Milder weather conditions Warmer summers Damage to strategic transport infrastructure. Disruption to strategic transport infrastructure, especially at Avonmouth, in the City Centre and near main rivers i.e. the Avon and River Frome. Increased risk of subsidence with potential impact on strategic transport infrastructure e.g. broken water mains, damage to embankments and cuttings. Increased success in creating a modal shift away from car use towards increased levels of walking and cycling. Disruption to strategic transport infrastructure 29

30 Wetter Summers Milder winters Wetter winters especially roads due to increased car use with visitors travelling into the city, residents travelling to the coast/surrounding countryside and journeys within the city. Less walking and cycling, and more car use, caused by wetter summers. Reduction in disruption caused by snow/icy conditions and frost damage. Damage and disruption to major highways within the city due to flash flooding. 5.3 Vision to There is still much work to be done and our Strategy will continue to develop over the coming months and in the longer term. Some possible ideas for the second draft of the JLTP3 and future are in Box 5g. Box 5g: Future Plan Ideas A carbon reduction target to be adopted by and met through the delivery of the JLTP3; A rigorous appraisal of the CO2 impact of scheme / programme / policy options to inform their selection or otherwise for inclusion in the JLTP3; A robust understanding of the contribution to carbon reduction (or carbon increase) that each of the chosen schemes, programmes, policies set out in the JLTP3 is expected to deliver; An understanding of the existing vulnerability of transport infrastructure in the West of England to weather and climate; A programme of measures to manage and reduce vulnerability of transport infrastructure to weather and climate; A programme of measures to help deliver climate change adaptation opportunities. 30

31 6. Supporting Economic Growth Strategy Summary Tackle congestion and improve journey times Provide alternatives to the car Influence travel behaviour Manage demand through highway improvement, management and maintenance Ensure access to employment growth areas Support delivery of houses and jobs through the draft Regional Spatial Strategy Maintain, manage and ensure best use of transport assets Address the potential issues of Peak Oil. Targets NI167 Average journey time per mile during the morning peak NI168 Principal roads where maintenance should be considered NI169 Non-principal roads where maintenance should be considered NI175 Access to services and facilities by public transport, walking and cycling NI176 Working age people with access to employment by public transport (and other specific modes). Supporting indicator only. NI177 Local bus passenger journeys originating in the authority area NI178 Bus services running on time LI 2 Changes in peak period flows to urban centres LI 3 Unclassified roads where maintenance should be considered LI 6 Number of cycling trips LI 7 Rail passenger numbers LI 8 Number of passengers on park and ride services LI 9 Mode share journey to work LI 10 Journeys to school made by walking/cycling Work on setting new targets is currently being undertaken and will be reported in the second draft of the JLTP3 in July Background and evidence The West of England is located at the crossroads of two Delivering a Sustainable Transport System (DaSTS) strategic national corridors: the M4 and Great Western Main Line connecting the sub-region with London and South Wales; and the M5 and strategic railway line connecting it with the South West and the Midlands. This strategic location, combined with the proximity of the Port of Bristol national gateway and Bristol International Airport, make the West of England the major economic hub of the South West: see Box 6a. Our local economy has experienced growth rates above national and regional 31

32 averages and these have put pressure on our transport infrastructure. This faces us with a major challenge, not only to cater for continuing growth in the West of England but also to ensure that long distance travel is not disrupted by local transport problems. Box 6a: West of England: a strong economy Key features levels of prosperity and rates of growth above regional and national averages; considerable industrial diversity: sectors include aerospace, advanced engineering, insurance, professional and business services, media and creative industries, Bath tourism, higher education, and printing and publishing; significant representation of knowledge-based sectors with growth potential; structural and locational advantages including proximity and good access to London, attractive environment and other amenities, large labour market and regional centre. Source: Annual Economic Review (West of England Partnership 2007) The West of England has the largest economy in the region. Over 500,000 people are employed in the sub-region with about two thirds of this total accounted for by the Bristol urban area. Commuters from across the West of England travel to work in the Bristol area and to a lesser extent Bath. The area as a whole, in terms of economic linkages, housing markets and shopping patterns, functions as a city-region. On many counts the West of England is a prosperous area with an excellent quality of life. It has experienced rapid growth in recent years which in turn provides challenges to the South West RDA and its partners in this area, such as: Increasing pressure on infrastructure; Concerns about housing shortages and affordability/cost; Rising requirements for more development land. Source: South West Regional Development Agency Congestion is expected to cost the West of England economy 600m per year by 2016 (Our Future Transport, March 2008). Traffic continues to grow faster than the UK average and traffic speeds in the urban areas remain low. Although traffic speeds have improved recently, due to the recession, congestion is still a significant problem, and is forecast to worsen. For more detail about how congestion impacts on the West of England area see Box 6b. 32

33 Box 6b: Congestion There are a number of underlying factors causing significant congestion in the West of England: Unattractive and expensive public transport; Growing usage of cars relative to other forms of travel; Land use and development changes; Road and rail infrastructure constraints; Availability of free workplace and retail parking. It is not growing car ownership itself that is the most significant problem faced in our area but the growing patterns of car use for work, leisure and shopping trips. The 2008 National Travel Survey (NTS) shows that every year each person makes an average of about 1,000 trips and travels over 6,900 miles. In large cities such as Bristol the average distance travelled is about 6,000 miles but this rises to over 8,000 miles for small towns and rural areas. Key national facts and figures are: Each person made an average of 1,000 trips each year; On average 637 of these trips (64%) are made by car and have an average trip length of 8.5 to 8.7 miles and take an average of minutes. 57% of these car trips are less than 5 miles; Each person made an average of just 16 trips a year by bicycle; Cycle average trip length was 2.6 miles, taking 21 minutes; and Bus average trip length was 5.1 miles, taking 26 minutes. Rail usage is relatively low in the West of England, at 1.5% of journeys to work, but the trends in growth have shown the potential impact local rail travel can have. From our annual rail surveys rail passengers increased by 44% between 2004 and More frequent services and reliability issues have in turn created problems of track capacity and congestion on the network, which if not addressed, could constrain rail s contribution in future years. Congestion through causing delays creates significant problems for the freight and logistics industry and the emergency services, as well as bus/coach services (see Network Management and Freight and Public Transport Supplementary document for more details) In addition to the economic constraints posed by congestion, strategic transport planning has a key role in promoting local economic development. Internal and external connectivity, particularly to retail centres, is a key characteristic of a successful and competitive city region. In national terms, as set out in the Eddington Transport study in 2006, the role of transport investment in sustaining the UK s productivity and competitiveness is crucial when looking forward to the challenges that lie ahead. 33

34 6.1.4 Tourism also plays a vital economic role across the whole of the West of England area. Ensuring tourists can get to and move around the sub- region continues to be important As highlighted by Greater Bristol Strategic Transport Study (GBSTS), June 2006, the motorway network in the West of England is used by many drivers for local trips. For example 50% of M5 traffic in peak periods has both its origin and destination within the West of England. The motorway network suffers from rapid breakdown in operation following accidents and other incidents. The Highways Agency intends to pilot a managed motorways scheme to help ease congestion Accidents, incidents and road works create problems on our local roads and affect the carrying out of the Traffic Management Act 2004 network management duty. Peak oil Peak oil describes the point at which the amount of oil produced globally in a single year reaches its absolute maximum. From this point onwards oil will still be produced but at a lesser volume. This will lead to a more constrained supply and pose serious challenges through rising costs for traditionally oil based economies. There is considerable debate as to when peak oil might happen. The Joint Local Transport Plan3 (JLTP3) strategy needs to be aware of the potential impact of peak oil and build in resilience against its effect by promoting more sustainable forms of transport such as walking, cycling and public transport. Growth in jobs and housing The West of England continues to be the regional centre for employment. Prior to the recession there was a particularly large growth of jobs in the North and East Fringe of Bristol. A new Emerson s Green Science Park will continue the growth in South Gloucestershire. Other employment growth areas will support regeneration in South Bristol, Weston-super-Mare and Bath Western Riverside The draft Regional Spatial Strategy (RSS) sets out proposals for growth in housing and employment between 2006 and The draft RSS for the West of England shows high rates of growth in jobs, population and housing. Accelerated investment in transport and social infrastructure will be required to enable this to happen. This presents a huge challenge to ensure transport infrastructure keeps pace with the expected development. Close links between the JLTP3 and the four emerging Local Development Frameworks (LDF) in the West of England will be essential Our challenge will be to provide the transport infrastructure to serve the 34

35 housing and employment growth areas - whilst ensuring the current pressure on the transport system, which has increased with past growth and increased road traffic and rail usage, is eased; and the existing infrastructure is maintained Prior to the current recession some 122,000 additional jobs were forecast by the draft RSS. A significant proportion of these additional jobs are likely to arise in Bristol and Bath City Centres as a result of the expansion of office work, technology based businesses, and further growth of retailing and other services. A similar proportion of jobs is likely to be accounted for by the North and East Fringe of Bristol. Again, offices and high technology businesses are likely to account for much of this growth Substantial numbers of additional homes and significant growth in jobs are planned in South Bristol. Many of these jobs will arise through meeting the need for services of the rising local population. But significant numbers of jobs are also likely to be provided by the attraction of businesses to new development locations within and on the edge of the area. In excess of 20,000 additional jobs will flow from these proposals in a range of service, technical and more traditional manual occupations Proposals for the regeneration of Weston-super-Mare are employmentled to redress the imbalance between homes and jobs in the town and reduce commuter trips to Bristol. Development would focus on the town centre and an urban extension, utilising two large brownfield sites (a former airfield and a RAF camp), with the aim of securing some 10,000 additional jobs in a range of categories (e.g. tourism, service, office, business, technology) between 2006 and Following on from the employment development would be proposals for up to 12,000 new homes in the town centre and urban extension The South West Regional Development Agency has made significant investment in high technology industries, establishing a Composites Research Centre at Filton in support of the aerospace industry, as well as in the Science Park, SPark at Emerson s Green in on the East Fringe of Bristol. Current proposals for the development of the Science Park offer the potential to support the creation of some 6,000 jobs in innovative, science based industries with the opportunity available to secure an extension to the Park at a later stage. Many other office and high technology jobs are likely to arise in the wider North and East Fringe areas, as a result of the take-up of existing business development opportunities However, few sites for industrial expansion on the edge of Bristol remain available; the expansion of port-related, distribution and industrial activity at Avonmouth and Severnside requires major new investment if it is not to be constrained in the longer-term by flood risk and limited transport capacity. 35

36 Figure 6.1 identifies the Key Potential Housing & Employment Development Locations , which are being considered as part of preparing Local Development Frameworks. The West of England authorities want to prioritise development locations which contribute to regeneration, intensification and expansion, and minimise the impact on the environment. Figure 6.1: Key housing and employment development locations Our task will be to co-ordinate the transport infrastructure to serve the development and regeneration areas, working with the development industry and other partners, whilst addressing pressures on the existing transport system. Key regeneration locations are shown in table 7.4 in Chapter 7 Equality of Opportunity. Major Transport Schemes We will build upon the list of major transport schemes accepted for the Regional Funding Allocation 2. Totalling more than 450m these schemes are essential to meet this challenge. As part of the JLTP3 we need to maximise the benefits from these schemes and investigate what additional ones may be required (see Chapter 11 Major Schemes) 36

37 Public transport, cycling and walking Buses get caught in congestion. The challenge is, working with public transport operators, to improve the reliability of public transport to ensure it is an attractive alternative to the private car. Rail passengers have grown by 44% over the last five years whilst infrastructure and services have struggled to meet increasing demand. We are concerned about the quality and quantity of the current rolling stock Proposed electrification of the Great Western Main Line should improve services between London and the West of England. Electrification is due to reach Bristol by the end of It is essential that the electrification proposals are fully supported and that this support is not diluted or distracted by potential longer term ambitions for a High Speed Rail route Proposals outlined in the Great Western Route Utilisation Strategy, March 2010 for new infrastructure and enhanced local train services are to be welcomed although there are issues around funding and the delivery of the Greater Bristol Metro major transport scheme (see Chapter 11) In January 2009 the Department for Transport announced the establishment of High Speed 2, a company tasked with identifying a preferred route and station options for a High Speed Rail (HSR) line between London and Scotland. Its report was submitted to the Department for Transport (DfT) on 30 December Whilst development of HSR is encouraging, some uncertainty remains regarding the extent of the Government s commitment to develop a truly UK wide HSR network with routes to the South West of England and Wales Encouraging walking and cycling do not only have economic benefits in terms of addressing congestion and improving accessibility, but also in terms of active health. The health benefits of increased levels of walking and cycling will also assist the economy by reducing levels of absenteeism caused by ill health due to inactivity. Freight The West of England s large population, size and diverse economic activity generate significant amounts of freight. There are also international, national and regional flows of goods through the West of England, reinforced by its position at the intersection of two motorways, two mainline railways, the presence of the Port of Bristol and Bristol International Airport. Both are planning to increase their throughput; these proposals will require additional local transport infrastructure and integration with JLTP3 proposals. 37

38 Figure 6.2 shows the approximate shares of road, rail, sea, air and pipeline in the carriage of freight in the area in These have been stable for some years with road freight having by far the largest share. Figure 6.2 Freight Mode Shares: West of England 2008 Proportions are shares of the approx 3,800 million tonne km carried across land and offshore coastal waters Coastal 1% Rail 8% Seagoing 10% Pipeline 1% Air 0% Road 80% Road freight remains the main option for most distribution in the West of England and suffers from congestion and delivery problems. The JLTP3 will need to balance the requirement for distributing goods whilst mitigating the adverse impact of vehicles on communities (see Network Management and Freight Supplementary Document for more detail about freight). Demand Management The supply and management of parking is closely linked with the demand for car use and this in turn affects traffic levels, especially in peak periods, and ultimately congestion. It is a key part of our range of demand management measures for tackling congestion and traffic growth Parking controls offer excellent value for money as a relatively low cost option for managing demand for car trips, for example improved signing, residents parking schemes and the introduction of pay and display. See the Parking Supplementary Document for more detail As part of the Joint Local Transport Plan (JLTP) 2006 to 2011 we undertook, through the DfT s Transport Innovation Fund (TIF), to 38

39 investigate possible demand management options. TIF is a Government fund set up to support local authorities who wish to put together a package of measures aimed at tackling congestion Preliminary consultation with the general public as part of the JLTP preparation showed 62% of respondents supported exploring some form of charging. The DfT provided the pump priming funding for this work to be undertaken. Our Future Transport setting out an initial overview towards the development of a TIF bid was published in October An update followed in March Early results suggested that with a 4 charge for entering Bristol and Bath city centres in the morning peak could lead to an increase in public transport trips by 16%, reduction in car trips by 6% and an overall reduction in congestion by up to 12% Our position has always been that demand management would only be implemented when real transport alternatives for people travelling during charging periods are available. Any bid to TIF or its successor, the Urban Challenge Fund, would be subject to extensive consultation and political approval by the four councils. Asset management Ensuring the existing transport infrastructure is well maintained is crucial. A Joint Transport Asset Management Plan (JTAMP) has been produced. This has provided the opportunity to identify in detail the condition of local transport assets and define levels of service and performance targets for the maintenance of footways, carriageways, bridges and other structures to ensure maximum value for money (see Box 6c). Box 6c: Asset management There are approximately 4,800 km of road that need to be maintained, made up of approximately: 400 km of principal or A roads; 1200 km of non-principal or B roads; 3,200 km of unclassified roads. About 5% of principal (mainly A ) roads, amounting to 20km, need structural maintenance. Some 12% of non-principal roads, totalling 140km, are below standard. Generally, the condition of the highway network is related to the number and type of vehicles using it. The West of England s important role as a focus for economic and housing growth has been accompanied by increases in both private car and goods vehicle traffic, all putting greater demands on road surfaces. These demands will increase with greater traffic volumes, future development and extreme weather conditions arising from climate change. 39

40 As well as carriageways and footways the West of England has a range of bridges, viaducts, retaining walls and other structures. Their condition varies but all need maintenance to ensure their safety and ability to function efficiently. The variety of structures arises from the area s topography, geography and history. This also applies to street furniture, including lighting Making our road and rail networks resistant and adaptable to adverse weather, accidents, terrorist attacks and impact of climate change is dealt with in Chapter Strategy The opportunities for supporting economic growth fall into three categories: Provide alternatives to the car; Influence travel behaviour; Manage demand through highway improvement, management and maintenance We are already working towards the provision of an enhanced public transport system and increased walking and cycling. There is a significant opportunity to increase the attractiveness of these alternatives to car travel by: Developing rapid transit in the sub-region through our RFA2 major transport schemes programme; Working with bus operators to make services more reliable, frequent and comfortable; Working with the rail industry to increase capacity and enhance services; Enhancing facilities for walking and cycling e.g. through Greater Bristol Cycling City, Rights of Way Improvement Plans and other initiatives Our strategy aims to provide the infrastructure to deliver and support the expected growth in jobs and houses and the sustainable transport to enable people to get to their jobs, houses and services through the following: Rapid Transit A key part of our transport strategy is to introduce a series of Rapid Transit services operating on routes with maximum segregation from general traffic and offering a high quality, frequent and reliable form of public transport. These will complement and supplement bus and rail services, offering much wider public transport journey opportunities. 40

41 6.2.5 We believe the Rapid Transit network is essential for sustainable economic growth in the cities, by providing a deliverable, cost effective, reliable and attractive alternative to the car. Without it, our cities would be choked by development traffic or the development would go elsewhere The Rapid Transit network is shown in Figure 6.3. Figure 6.3: West of England Rapid Transit network Bus and rail Whilst Rapid Transit offers an exciting future, there will remain a need for reliable and attractive bus and rail services, to reach those areas off the Rapid Transit Network, ensure sustainable economic growth and minimise car trip generation The Greater Bristol Bus Network (GBBN) major transport scheme is due for completion in the first year of the JLTP3 period and development of further showcase bus routes is a key plank in our strategy. We will focus on the following important corridors in our major urban areas, providing bus priorities, better shelters and enhanced information: 41

42 Ten routes in the city of Bath as a key component of our Bath Transportation Package major transport scheme to reduce the impact of car traffic on the World Heritage Site; and Routes in Bristol and adjacent urban areas of South Gloucestershire that complement and build on GBBN investment We will consider a lighter touch approach for secondary routes, where a lower level of investment may result in tangible benefits for passengers. These secondary routes will be based on a route categorisation, which will seek to classify services according to expected passenger demand, and to set minimum frequencies in each category Through our Quality Partnership Schemes we will seek agreements with the operators on fare levels and zoning. The operation of the national concessionary travel scheme will be kept under review against the background of the DfT s revised funding arrangements. We will investigate the scope for extending the scheme to cover other age groups A multi-operator travelcard will be introduced, building on the experience of the Freedom Travelpass and BathRider. We will work with the train operators to include rail travel in line with the DfT s Smart and Integrated Ticketing Strategy. In time, and with support from DfT funding, this is expected to lead to the development of a West of England smartcard and result in faster boarding of buses, off-bus ticket purchase and more passenger convenience. We will also assess the scope for greater use of mobile phone technology Our park and ride strategy is to increase the provision of park and ride services to allow more drivers to switch to public transport for the urban leg of their journeys, thereby reducing car traffic on main urban routes Our strategy for rail recognises that major decisions on infrastructure and services are taken at national level, but that we can influence these by bidding for capital schemes through the RFA2 process, working with rail industry partners and lobbying government. In the period to 2026 we will build on the draft Memorandum of Understanding with Network Rail, First Great Western and Cross Country (see Box 6d) and work with them to improve rail capacity, performance and journey times and to introduce new and enhanced services and rolling stock. Our aim is to create a Greater Bristol Metro of half hourly cross-bristol train services and reopen the Portishead branch for passenger traffic. Both are included in our major transport scheme programme (see Chapter 11) and designed to deliver new opportunities for rail travel in the West of England. We intend to widen ticketing opportunities, seek enhancement of stations and continue to work closely with the Severnside Community Rail Partnership and other partners. 42

43 Box 6d: Rail Memorandum of Understanding The draft Memorandum of Understanding (MoU) between the local authorities of Bath & North East Somerset, Bristol City, North Somerset and South Gloucestershire Councils who together make up the West of England Partnership, Network Rail, First Great Western and Cross Country promotes effective co-ordination and co-operation between the four organisations. The key principles are of openness, explanation and discussion together with shared responsibility and ownership of problems and solutions. Under the draft MoU it will be agreed that: Network Rail, First Great Western and Cross Country will be key stakeholders in the production of the four West of England authorities Joint Local Transport Plan 3 and will provide input, expertise and feedback as required. A programme and phasing of Network Rail, First Great Western, Cross Country and West of England authorities schemes for is agreed for inclusion in the Delivery Plan of Joint Local Transport Plan 3. First Great Western and Cross Country to provide full, timely and comprehensive consultation on timetable and rolling stock changes. First Great Western and Cross Country to provide early engagement on planned changes to the provision of rolling stock on West of England services. Network Rail to provide full and timely consultation on investment and planning decisions including the Network Rail Business Plan, Network Rail Discretionary Fund and other smaller schemes. The draft MoU will signed at the Joint Transport Executive Committee on 18 March The next step will be to draw up an action plan setting out a programme to reduce overcrowding, increase patronage and capacity through short, medium and long term proposals for new and enhanced services, rolling stock and infrastructure including the Regional Funding Allocation 2 schemes for Portishead, Greater Bristol Metro and Rapid Transit. Responsibilities, timescales, lead in times and evidence requirements will be built into the plan Our detailed strategy for Rapid Transit, bus and rail can be found in the Public Transport Supplementary Document. Walking and cycling Our land-use planning policies seek to co-locate homes, jobs and services, such that people can walk or cycle. We believe that if we can create environments that are not wholly dominated by vehicular travel, it would provide an incentive to inward investment. 43

44 The JLTP3 would support these policies by improving walking and cycling networks, both in terms of new and improved physical infrastructure and maintenance of the existing networks Our broad aims are to: maximise the role of cycling and walking as a key transport modes, and to assist in reducing the use of private cars, by raising their status and promoting them as an economic, healthy and energy efficient means of transport; improve the cycling and walking environment by reducing danger from speed and volume of traffic; develop and maintain safe, convenient, efficient and attractive transport infrastructure conducive to cycling and walking Programmes for improving infrastructure and the pedestrian environment, promoting walking, and accessibility planning to reduce the need for longer journeys will be carried out over the Plan period to increase levels of walking The Rights of Way Improvement Plans will also play a key role in developing a coherent network of multi user routes meeting the needs of all walkers The detailed strategy can be found in the Walking and Cycling Supplementary Documents. Smarter Choices We are already working with businesses, the health sector and schools to help them reduce their vehicle trip generations, for both business and commuter trips. The benefit to society is to reduce the adverse impact of vehicle trips; the benefits to business can include lower costs, such as reduced parking needs and mileage payments and a healthier workforce The Smarter Choices strategy includes supporting the following key elements: Personalised Travel Planning (PTP); Marketing and events; Workplace Travel Plans; Residential Travel Plans; Travel Information; School Travel Plans; Car sharing; Car clubs. 44

45 The detailed strategy can be found in the Smarter Choices Supplementary Document. Demand Management A critical element of delivery over the life of the JLTP3 will be a proportionate reduction of public long stay parking in off-street car parks and in the availability of on-street parking. Long stay commuters and other users will be encouraged to use alternative modes such as the bus or Park and Ride. The proportion of off-street parking available for short term business and shopping purposes will be increased. We will introduce more residents parking schemes around city centres and other areas affected by parking problems We will continue with work started during the JLTP 2006 to 2011, as part of the Transport Innovation Fund, on demand management options. The range of options set out in Our Future Transport will be refined with a view towards submitting a full business case bid to the Department for Transport as part of the new Urban Challenge Fund. Highway Improvement, Management and Maintenance Notwithstanding our focus on supporting and encouraging sustainable modes of travel to help both existing and new businesses, we (and our business partners) recognise the continuing importance of managing, maintaining and extending our highway networks. To this end, our prioritised major transport scheme programme (see Chapter 11) includes new highway schemes that are targeted at economic growth, namely: Weston Package and M5 Junction 21 Bypass to facilitate economic growth at Weston; South Bristol Link to enable regeneration in South Bristol; Stoke Gifford Link (in Hengrove-North Fringe Package) to support growth in north Bristol Our strategy for managing the highway network and for movement of freight is underpinned by five themes aimed at reducing current and future demands on the highway network: Providing alternatives to the private car to make it more attractive to use other modes of travel; Influencing travel behaviour to encourage people to reduce car use; Managing parking and arrangements for loading and unloading of goods; Influencing the movement of people and goods through Local Development Frameworks and development control; Promoting use of rail or coastal shipping for freight in preference to road transport. 45

46 To manage the highway network effectively we will: oversee the safe, effective and efficient use of the highway network in line with our duties under the Traffic Management Act 2004 and consider the needs of all road users, including pedestrians, cyclists and powered two wheeler riders; review our network management plans to ensure they are kept upto-date and complement each other; introduce a revised hierarchy of roads to direct different kinds of traffic onto the most appropriate routes, including Heavy Goods Vehicles; continue to use the transport user hierarchy adopted in JLTP 2006 to 2011 in considering alterations to the highway network; adapt the highway network through engineering schemes and measures to ease congestion, increase safety, improve the quality of life for local people and encourage public transport use, walking and cycling; maximise the operational effectiveness of traffic signals and extend the use of Urban Traffic Control systems; develop an Intelligent Transport System (ITS) for the West of England to build on the work of the Bristol Traffic Control Centre, improve journey times and reliability, reduce delays and emissions and tackle congestion hotspots Opportunities to maintain, manage and ensure best use of transport assets are likely to focus on implementation of our Joint Transport Asset Management Plan (JTAMP). Additionally the JTAMP is a mechanism for addressing the need to ensure our road network is resistant and adaptable to the impact of climate change. More details are contained in the Network Management and Freight Supplementary Document. Freight Our strategy towards freight will be to: introduce a revised hierarchy of roads to direct different kinds of traffic onto the most appropriate routes, including HGVs; work with Network Rail and the freight industry to promote the movement of freight by rail in preference to road; discuss with the Port of Bristol ways and means of accommodating changes in the pattern of freight movements generated by port activities; enhance the highway network information available to the travelling public, business, the freight industry and service providers; identify with road freight interests, opportunities for enhanced lorry parking provision; 46

47 extend the use of freight consolidation, seek improvements to delivery arrangements in city and town centres and opportunities for giving HGVs priority over the private car along certain roads Other actions to manage and maintain our transport highway network will benefit freight (see Network Management and Freight Supplementary Document for more details). Peak Oil Together with the government s desire to decarbonise the economy, the transport strategy set out above will need to build resilience against the potential effects of peak oil through:- Reducing the need and length of journeys to access goods, employment and services; Maximise the use of sustainable, human powered (i.e. walking and cycling) modes of transport; Maximize the use of public transport to increase efficiency per unit of fuel The need to respond to the potential issue of peak oil reinforces our strategy to encourage sustainable modes, provide alternatives to the car and manage demand. Travel We will use our Travel+ branding to promote transport projects in support of economic growth: see Box 6e. Box 6e Travel + branding The Travel+ theme has been developed to represent the four authorities working together providing added value and a change in approach to delivering sustainable transport improvements for the future. Certain key messages are linked to the Travel+ identification and are repeated at every possibility. Travel+ projects sit at the core of the local authorities vision for change; Together these projects will deliver realistic, integrated, sustainable and equitable travel choices for all our communities across the area; Travel+ offers real alternatives to the private car for local journeys and should help encourage us to change our travel behaviour; Travel+ projects will help manage congestion and maintain our quality of life, delivering real choice and supporting future economic growth. The branding is being used by the individual councils on all promotional literature for the developing schemes Bath Transportation Package, Weston Package, Ashton Vale-Temple Meads rapid transit, North Fringe Hengrove 47

48 Package and South Bristol Link, as well as on work and promotions taking place as part of delivering the Greater Bristol Bus Network improvements. 6.3 Vision to In supporting economic growth we will keep options open. Some of these are outlined in Box 6f. Box 6f: Future Plan Ideas Continued development and expansion of Rapid Transit Network; Increased capacity on the rail network where linked to employment and housing growth areas; Electrification of local rail services; Tram trains, subject to the outcome of national trials, to provide higher frequency services with options for on-street running; Cycling major transport scheme bid to build on the success of Cycling City Showcase walking routes super commuter routes into town and city centres. 48

49 7. Equality of Opportunity Strategy Summary Improve accessibility for all residents to health services, employment, digital infrastructure and other local services; Assist neighbourhood renewal and the regeneration of deprived areas; Improve access to services for rural and remote area residents; Provide a Disability Discrimination Act compliant transport network. Targets NI 175 Access to services and facilities increase the proportion of households within 30 minutes of health facilities and 40 minutes of employment sites by public transport. NI 177 Bus journeys increase number of bus passengers. Work on setting new targets is currently being undertaken and will be reported in the second draft of the JLTP3 in July Background and evidence Equality of opportunity issues arise for many groups. People with and without the use of a car, people on low incomes, people living in isolated urban and rural areas, older people, younger people and people with disabilities (see Box 7a). Not meeting their needs can significantly impact on their quality of life. Our JLTP3 is shaped by these needs. The Equalities Impact Assessment (see Chapter 4) will ensure this happens. Box 7a: Key Groups in the West of England 81,000 people with ill health; Similar number who have a disability or other form of long term restriction on mobility; 78,000 people in the West of England area aged 75 or more; 8% of Bristol s population from ethnic minorities, 5% across the West of England; 5.3% of the population unemployed (Nomis 2008/09); Areas of multiple deprivation in Bristol and Weston-super-Mare 1 in 5 households in the West of England have no access to a car and 50% of households have access to only one car; 16% of people without cars find access to supermarkets difficult compared to 6% of people with cars; Young carers without access to a car; Young people without access to a car getting to work; 49

50 Areas of multiple deprivation to east of Bristol city centre at Lawrence Hill, south Bristol at Filwood and Whitchurch Park, outlying estates at Southmead and Weston-super-Mare town centre. Source: 2001 Census unless indicated We need to tackle the problems of getting around. Making it easier to get to work, to college, to the local hospital or health centre. It is especially important for those in disadvantaged groups or areas. Fares often put the cost of journeys beyond the reach of low income groups. This especially effects those seeking education and training The JLTP3 links into and contributes to a wide range of council and other plans, policies, programmes and partnerships across the West of England area as Figure 7.1 shows. Figure 7.1: How the JLTP3 can make a difference draft Regional Spatial Strategy/Sustainable Community Strategies Link: Accessible development Health Plans e.g. Bristol Health Service Plan Link: Community facilities, reduce health inequalities Single Conversation Link: Accessible jobs and services, promote strong economy Local Area Agreements Link: Improve accessibility for local residents. Local Strategic Partnerships Link: Quality of life and access to services Equality of Opportunity West of England Partnership Link: Sustainable and accessible development Social Services Link: Transport and access to facilities Education Plans Link: Access to opportunities to learn and promote lifelong learning Core Strategies Local Development Frameworks Link: Sustainable and accessible development 50

51 7.1.4 The JLTP 2006 to 2011 identified a range of Action Plans for tackling access to health and employment based on extensive consultation and use of the Accession mapping software. Issues relating to health, employment, rural areas, community transport, mobility problems, regeneration, digital infrastructure, mobility, learning difficulties and ethnic minorities are highlighted in the following sections. Health Access to health facilities in Bristol, Bath and Weston-super-Mare varies as Table 7.1 and Figure 7.2 reveal. Access refers to the ability of an individual to travel by public transport to a facility that provides treatment to outpatients for minor injuries and diagnostics. Overall 57.3% of all households can access health facilities by bus within 30 minutes. There are clearly some areas, for example in Bath and North East Somerset and North Somerset, where figures are much lower A strong link emerges between deprivation and transport when accessibility is plotted against particularly disadvantaged areas (those that fall within the bottom 10% of the revised English Indices of Deprivation) and shown hatched on Figure 8.2. Table 7.1: Access to Health Care in the West of England (2009) All households Households without access to a car Journey time by public 30 minutes 30 minutes transport Bath and North East 42.6% 54.5% Somerset Bristol 74.5% 74.6% North Somerset 41.6% 54.6% South Gloucestershire 52.2% 61.5% West of England Area 57.3% 66% Note: Time thresholds used are those for the National Accessibility Indicator for Health. 51

52 Figure 7.2: Access to healthcare in the West of England Poor accessibility also affects households with access to a car. Limited parking at health facilities can be a problem as can another member of the household using the car. For example if the car is used all day by the main breadwinner to get to work the rest of the household has no access to it. Furthermore we are encouraging people to reduce their car use (see Chapter 7 and the Cycling, Walking and Public Transport supplementary documents). An example of partnership working on health access relating to the redevelopment of Southmead Hospital is in Box 7b. Box 7b: Working with Partners on Health Southmead Accessibility Study The planned redevelopment of Southmead Hospital and of Frenchay hospital as a community facility will lead to significant changes to the travel requirements of patients and visitors in the North Bristol NHS Trust area. North Bristol Trust is a major employer in the area with over 9,000 staff delivering services mainly across Frenchay and Southmead hospital sites. Once the new hospital is built, staff numbers at Southmead will increase to 6,500 from the current 4,500 staff. A section 106 agreement made as part of the Southmead redevelopment proposals has made available 0.5m per year for 3 years ( 1.5m in total) to improve public transportation to the hospital for patients and staff, and will be available 1 year before occupation. A study being undertaken by the North Bristol NHS Trust, West of England Partnership, South Gloucestershire Council and Bristol City Council is identifying gaps in public transport 52

53 provision following the redevelopment and possible measures to fill them. It is looking at the best ways to use the section 106 money to improve the accessibility of the hospital including new and extended bus services. Construction Timetable Construction begins Spring 2010 Buildings ready for occupation 2014 Outstanding works including road and landscaping 2015 Potential options emerging through the study work include: a) Extend existing bus services through the Southmead Hospital site. b) New orbital bus routes with a regular frequency throughout the day - one serving Frenchay, Bristol Parkway and University of the West of England (UWE), and a second larger loop serving Yate and Frampton Cotterell. c) And/or additional bus services to areas disadvantaged by the redevelopment such as Hanham, Keynsham (584 and 587 services) and potentially Yate. d) Marketing of Bristol Parkway, UWE, Bristol city centre, and Cribbs Causeway as an interchange for Southmead Hospital, e) Co-ordination between the booking of hospital appointments and community transport. Employment Access to the main employment centres in the West of England area (defined as those with a minimum of 5,000 jobs) has been mapped in Figure 7.3. The 14 major employment centres identified in Table 7.2 account for 30% of total employment within the West of England area: 53

54 Figure 7.3: Access to and main employment centres in the West of England Table 7.2: Major Employment Sites in the West of England Location Workforce Population Central Bath 9,500 Cribbs Causeway 7,700 Central Bristol (east) 11,200 Avonmouth 5,000 Bradley Stoke 6,600 Bristol City Centre 30,800 Central Bristol (north) 14,600 North Fringe (Rolls Royce) 7,000 North Fringe (AirBus) 7,000 Lawrence Hill (Temple area) 21,000 Aztec West 8,500 North Fringe (Stoke Gifford) 5,500 Weston-super-Mare centre 5,000 North Fringe (MoD, UWE, Hewlett Packard) 12,800 Notes: Time thresholds used are those for the National Accessibility Indicator for Employment. Central Bristol covers more than one area Across the whole of the West of England area 72.7% of the workforce lives within 40 minutes by public transport of their place of work as Table 7.3 and Figure 7.3 shows. Again, however, this conceals considerable variations, with South Gloucestershire as low as 52.8%. Whilst 30.9% of the workforce is within 20 minutes, the figure is only 21.1% for North Somerset. Plotting access to work with areas of multiple deprivation shows a strong link between poor access and 54

55 deprivation. Away from the main bus routes accessibility is poor in rural areas. Table 7.3: Access to the 14 Major Employment Sites in the West of England (2009) 20 minutes 40 minutes Journey time by Public Transport Bath and North East Somerset 31.6% 63.1% Bristol 40.8% 97.7% North Somerset 21.1% 55.3% South Gloucestershire 21.2% 52.8% West of England 30.9% 72.7% Note: Time thresholds used are those for the National Accessibility Indicator for Employment We need to enhance people s awareness of the range of travel choices. Lack of information on public transport reduces the areas people without access to a car will consider viable in terms of employment opportunities. Young people in particular tend to have more limited spatial experiences and horizons and hence are less likely to consider job opportunities in more distant and unfamiliar locations. Rural % of journeys to work in urban areas are made by car rising to 72% in rural areas. Providing viable and attractive alternatives to the car and encouraging people to use their cars less as a result will continue to be challenging About 160,000 people live in the West of England s 117 rural parishes, representing 16% of the total population (2001 Census). Specific transport problems in rural areas focus on: Accessibility and isolation where access to facilities such as health care, schools and retail services can be difficult for the young, elderly, people with disabilities and those without access to a car; Impact of traffic upon rural villages; Public transport with often poor or no bus provision and lack of information; Community and demand responsive transport with the need for financial support and serving the needs of an ageing population. Walking and cycling providing links between communities and promoting active travel; Access to tourism and leisure facilities by alternative modes to the car The location of services is critical and accessibility for rural residents is often variable. Loss of a local service in rural areas can have a dramatic impact with alternatives being effectively inaccessible without a car. Access is increasingly difficult with the dispersed nature of jobs, 55

56 loss of local services, concentration of services on fewer and larger sites and limited availability of public transport. Rural areas themselves are often very different. Problems experienced by one village or hamlet can be very different to another depending on size, proximity to urban areas and the existing bus network. Many rural areas are not identified in the index of multiple deprivation due to their small size but pockets of rural deprivation do exist In contrast the beauty and attraction of the rural areas, including the Mendips and Cotswolds Areas of Outstanding Natural Beauty and historic houses such as Tyntesfield and Clevedon Court, generates many visitors particularly from the main urban settlements. Enabling access for all groups and providing sustainable alternatives to going by car will help support the viability of local economies (see Chapter 9 Quality of Life for more on this) For more on all these issues see the Rural Transport Supplementary Document which accompanies the JLTP3. Community Transport Conventional bus services cannot meet the needs of everyone and community transport helps to fill the gaps for more individual or specialised services and for people living in relatively inaccessible areas or those who have mobility problems and need to access key services. Group hire mini bus schemes, traditional dial-a-ride and voluntary social car schemes are well established. Demand responsive services are newer but growing Services are provided by a wide range of organisations, including community transport operators, Social Services and Education departments, Health Trusts and local community groups. Co-ordination and joint working could be improved and brokerage schemes are limited. Health-related transport needs are growing with increasing focus being put on community transport to get people to and from medical appointments There is scope to improve the sustainability of community transport through social enterprising, maintaining the voluntary ethos whilst taking a more entrepreneurial approach both to organisational matters and fundraising initiatives. Greater partnership and cross-boundary working could open up opportunities for expansion, diversification of services and sharing of costs. See the Public Transport and Rural Transport Supplementary Documents for more detail on community transport. 56

57 Regeneration Through improving accessibility the regeneration of deprived or remote areas can enable disadvantaged people to connect with employment opportunities, key local services, social networks and goods The West of England s Multi Area Agreement (MAA), signed in 2009, includes the key outcome to improve skills and reduce unemployment to increase competitiveness, growth and regeneration. This is supported by the MAA s transport objective to improve access to employment, support economic competitiveness and the regeneration of disadvantaged communities and contribute to delivering more mixed and sustainable communities To this end key potential development locations for regeneration have been identified and are set out in Table 7.4. The table shows how these sites will be supported by the Regional Funding Allocation 2 (RFA2) major transport scheme programme. See Figure 6.1 in Chapter 6 for a map showing the location of all the sites and transport schemes The future scale and timescale for new housing and employment is very challenging when coupled with the need for this growth to support regeneration, particularly to provide good access to jobs and services. 57

58 Table 7.4: Key Potential Development Locations 2006 to 2026 Map ref City & Town Centre 1 Bristol including St. Phillips, Site Details Supporting Transport Schemes Higher density and mix of development of the existing Broadmead, Nelson Street and St James Barton area, capitalising on the recent development of Cabot Circus. Redevelopment of the area of St Philips north of the Feeder Canal is proposed to accommodate an increased density of employment and other uses, to provide jobs, homes and connections to improve the prospects of neighbouring areas with high levels of deprivation, and to improve accessibility to the main rail links and the City Centre. 2 Bath Housing and regeneration project of the derelict Bath Western Riverside site, the only significant area of vacant and derelict land in the central area. Greater Bristol Bus Network; Rapid Transit Ashton Vale to Emerson s Green Phase 1; North Fringe to Hengrove Package; Bristol Metro Rail Project; Rapid Transit Emerson s Green to City Centre Phase 2; Rapid Transit to Cribbs Causeway; Cycle City, Park and Ride expansion. Bath Package The Lower Bristol Road area westward from the central part of the city, along the River Avon. For the more disadvantaged communities in the south west of the City it acts as a barrier to the central area of Bath and to the river and open space amenities to the north. 3 Weston-super-Mare Regeneration strategy aims to stimulate employment, retail, leisure and subsidiary residential development in the town centre, and to ensure the town s urban extension is high quality, sustainable and employment led. Target of 10,000 new jobs and 12,000 homes in Weston as a whole (see also urban extension). 4 Keynsham Keynsham Strategic site - encompassing the Somerdale factory site, High Street, Memorial Park, train station and Council Greater Bristol Bus Network; Weston Package Phase 1; M5 Junction 21 Bypass; Greater Bristol Metro. Greater Bristol Metro 58

59 offices. Mixed use regeneration of site, including provision for up to 650 dwellings, will help to revitalise the town centre, enhance the Conservation Area and assist in the regeneration of the Somerdale factory site. Overall 2,100 jobs will be created within the town, alongside 1,600 homes by Portishead About 20ha remain available for development for employment uses in the Portishead area. This land is likely to be taken-up in the short and medium term mainly for office uses. A further 8ha of employment land have recently been allocated at Clevedon. This land is likely to be taken-up over the medium term. 6 Midsomer Norton and Radstock Radstock Strategic site - Town centre including part of the Radstock Railway Land will help to develop and enhance the town s role as a local service and employment centre and focal point for community by reinforcing and enhancing retail provision and community facilities. Greater Bristol Bus Network; Portishead railway corridor. Greater Bristol Bus Network Midsomer Norton Strategic Site - Town centre including the proposed Town Park will help to strengthen Midsomer Norton's role as the market town for the urban and neighbouring rural area by consolidating and enhancing the retail offer, the range of leisure and cultural and community facilities, providing better public transport links and creating new employment opportunities. Old Mills - Bring forward new employment space in the Market Towns. St Peter s Factory and Jewson s site and Paulton Printing Factory bring forward new development for residential and employment. Overall 1,900 jobs will be created within Midsomer Norton and 59

60 Suburban & Urban Edge 7 South Bristol including Hengrove Park & Knowle West 8 North Bristol including Lockleaze Radstock, alongside 1,700 homes by ,550 jobs and 12,760 homes Estate renewal in Knowle West and brownfield land regeneration at Hengrove Park. Denser, more sustainable communities bringing homes and jobs closer together and socio-economic mix to stimulate local economies. Comprehensive approach to regeneration focusing on providing higher-density development in existing centres and in accessible areas. 9 Avonmouth/Severnside Strategic employment sites which support important industrial and warehousing employment with 7,000 jobs in port-related activities, logistics, energy, environmental technologies and waste infrastructure. Proposals for a Deep Sea Container Terminal. 10 Weston, on previously developed land urban extension 11 North Fringe of Bristol, South Gloucestershire Employment-led strategy with key employment sites at Locking Parklands (circa 25ha), Weston Airfield (circa 33ha) and Gateway (circa 10ha). Target of 10,000 new jobs and 12,000 homes in Weston as a whole (see also town centre). A better balance needs to be achieved between jobs and housing. Significant investment in public transport is required to tackle existing poor public transport and congestion. Greater Bristol Bus Network; South Bristol Link Phases 1 & 2; Callington Road Link / Bath Road improvements; North Fringe to Hengrove Package; Rapid Transit Ashton Vale to Emerson s Green Phases 1 & 2; Rapid Transit to Bristol International Airport. Cycle City; Greater Bristol Bus Network. Investigation of potential for demand responsive transport to serve this low density dispersed employment area. Weston Package Phase 1; M5 Junction 21 Bypass. Greater Bristol Bus Network; North Fringe to Hengrove Package; Rapid Transit Ashton Vale to Emerson s Green Phases 1 & 2; New housing development is already committed at key locations such as Filton /Northfield, Wallscourt Farm and East of Coldharbour Lane. New development needs to be well integrated with existing residential, employment and educational communities. High standards of design and open space provision are being aimed 60

61 for, to help redress the current imbalances. 12 East Fringe of Bristol, Emerson s Green & Science Park, S. Glos Need to protect existing employment sites and achieve a better balance between homes and jobs. New housing development at Emerson s Green East and the development of the Science Park will play a key role in tackling some of these issues. Source: West of England Multi Area Agreement, Greater Bristol Bus Network; North Fringe to Hengrove Package; Rapid Transit Ashton Vale to Emerson s Green Phases 1 & 2; 61

62 Digital Infrastructure Not everyone has access to broadband or the skills and resources to tap into and be a part of a digital future. We want to put in place Digital Infrastructure that means people have to travel less, links everyone s home into the web and enables small as well as big business to flourish. Objective 5 of the West of England MAA seeks to resolve this through investing in Digital Infrastructure We want a creative, knowledge based, low carbon economy with a Next Generation Digital Infrastructure. This will ensure the area s continued economic success by anticipating changing business needs and underpinning the sustainability of the new developments in Table 7.4. Children Equality of opportunity is important to children s accessibility needs. Many children spend increasing amounts of inactive time escorted by car to organised activities and school. This contributes to extra congestion, increases carbon emissions and leads to social exclusion for those without access to cars The National Play Strategy highlights the spatial needs and road safety of children playing and travelling to play areas. Consideration can be given to modifying the design for busier streets to allow children and young people to travel safely along or across them, enabling them to reach play destinations. Projects such as the 20mph Pilot speed limit areas in Bristol can help to address these issues (see Chapter 9 Quality of Life). Mobility Approximately 80,000 people in the West of England area have a disability or other form of long term restriction on mobility. With an ageing population this figure is likely to increase. In England the 65+ population is around 16% and is estimated to grow to approx 20% by In some areas of the West of England, particularly along the North Somerset coast, the proportion is considerably higher. With an ageing population come increased mobility problems and reliance on public and community transport As well as physical disabilities that restrict movement other disabilities such as visual impairment, deafness and learning difficulties have an impact on the ability to travel around the area with ease. Negotiating the transport system can be particularly difficult for people with disabilities and yet they are often more reliant on public transport and good pedestrian links as their disability prevents them from driving a car. 62

63 Incorporating the needs of people with mobility problems is a theme which runs throughout the JLTP3. Needs are considered at all levels of the plan from major transport schemes to smaller schemes to ad hoc requests for drop-kerbs. Requirements for example to meet the Disability Discrimination Act are tackled by improving access by public transport, cycling and walking in the Supporting Economic Growth Strategy (see Chapter 6). The use of raised kerbs 70% of bus stops in North Somerset will have them once the Greater Bristol Bus Network is complete, accessible low floor buses, audio next stop announcements on the Portway Park and Ride and demand responsive transport are all examples of schemes implemented in the West of England area to improve mobility The Diamond Travelcard offers free bus travel anywhere in England to people of pensionable age as well as those with an eligible disability. The national scheme has been enhanced locally to provide additional support for those with mobility problems who are unable to travel by bus without help by providing a pass giving free travel to a companion. Other local additions include travel from 9am (rather than 9.30am) and travel on local Park and Ride services and the Bristol International Airport Flyer Issues around mobility problems are included as a matter of course in all measures to promote equality of opportunity meaning there is less need for a specific disability one. Nonetheless this will be kept under review during the life of the JLTP3. Learning Difficulties Working with the Learning Partnerships set up by the four councils we have identified problems encountered by people with learning difficulties. Problems include a lack of easy to use information, building up confidence to use services, overcoming negative perceptions of safety and helping bus companies and drivers to be more aware. A travel buddy scheme in South Gloucestershire is highlighted in Box 7c. Box 7c: South Gloucestershire Travel Training and Buddy Scheme Starting in March 2008 the scheme provides the opportunity for adults with learning difficulties to become travel buddies and support similar adults to travel safely on their own. Buddies use their skills, knowledge and support and repeat specific routes until the person they are supporting feels that they can do the journey on their own. There are currently 6 Buddies, 3 fully trained and 3 completing their training. 47 people have been involved in the scheme to date. 17 people have become independent with travel on 20 routes and 1 person has ongoing buddying to travel to college. 63

64 The scheme has engaged with the local bus operators offering driver training as well as a DVD that was commissioned by South Gloucestershire and Bath & North East Somerset Councils to raise awareness of learning difficulties and how best to handle situations that may arise when travelling on public transport. Safety is paramount to the scheme and risk assessments, procedures and resources are used to support safe working. With this in mind 32 Safe Havens have been developed, places where adults with learning difficulties can go if anything goes wrong with their journey. This could be things like missing the bus, losing their belongings or if someone has been unpleasant to them. Avon and Somerset Police have been very supportive of the scheme and all police stations are designated Safe Havens as well as Tesco stores, Council One Stops Shops and Leisure Centres with new locations being added regularly. Ethnic Minorities Addressing the communication and provision of information on public transport services for ethnic and faith groups is key to improving how they access jobs and services as well as embracing the opportunities that internet based information can provide. The breakdown of the West of England s ethnic population is shown in Table Other issues highlighted by ethnic and faith groups cover personal safety and security, specifically around public transport. Measures implemented to improve general security, such as the Taxi and Bus Marshal schemes in Bristol, have particularly benefited these groups. Table 7.5: Ethnic population of the West of England Bath & North East Somerset Bristol North Somerset South Gloucestershire West of England White 97% 92% 99% 98% 95% Mixed 1% 2% 1% 1% 1% race Asian 1% 3% 0% 1% 2% Black 1% 2% 0% 0% 1% Chinese 1% 1% 0% 1% 1% Source: Census Strategy To promote equality of opportunity we will focus on: Access to Health and Employment 64

65 Continue the ongoing implementation of the accessibility Action Plans from the JLTP 2006 to 2011 for: Bristol Health Service Plan; Royal United Hospital; Public Transport Information; Learning difficulties; Major Employment Sites; Bristol International Airport. Rural Transport Work with partners to safeguard and promote local services such as health and education; Encourage public transport, demand responsive and community transport, cycling and walking as sustainable and healthy alternatives whilst reducing the levels and impact of traffic on the environment; Improve access for all through more integrated and sustainable travel modes including access to the countryside; Use the Development Control process to improve access; Further develop the National Cycle Network and other walking, riding and cycling routes; Maintain and develop the Public Rights of Way network including signing and publicity through the Rights of Way Improvement Plans; Encourage the development of travel plans for visitor attractions; Expand real time bus information to rural bus routes, including new technologies such as text services to find out when the next bus is due, and improve access to timetable information; Work with employers/ GPs/ schools to encourage an increase in how their employees and visitors get to the building by sustainable modes. Community Transport The aim is to maintain, diversify, expand and integrate community transport in the West of England by: Supporting the JLTP3 equality of opportunity objectives; Linking with other forms of public transport; Optimising community transport operations; Encouraging social enterprises; Providing marketing, publicity and information. Regeneration Improve access to employment, support economic competitiveness and the regeneration of disadvantaged communities and contribute to delivering more mixed and sustainable communities through: Promoting the regeneration sites in Table 8.4 and the supporting RFA2 programme of major transport schemes; 65

66 Encouraging public transport, cycling, walking and smarter choices to sustainable and healthy access. Digital Infrastructure The four councils will build on existing networks and partnerships with the Government, industry and academia to: Roll out Next Generation (super fast) Broadband and wireless connectivity; Create a Digital Economy Hub linking Bristol, Manchester and other city regions; Focus on digital skills, inclusion and employment and implement a sub regional Digital Action Plan. Mobility Incorporate the needs of people with mobility problems throughout the JTLP3. Learning Difficulties Continue to work with groups and operators to improve access to and use of public transport by people with learning difficulties. 7.3 Vision to Our Strategy is by no means a final one. As other accessibility and equality of opportunity issues and problems emerge we will review and develop the Strategy. Some possible ideas for the future are in Box 7d. Box 7d: Future Action Plan Ideas Access to cultural and recreational facilities and the countryside; Rural accessibility and isolation investigate alternative ways to provide village facilities, community/ social car schemes, fare car taxi services, car clubs, demand responsive and flexible bus services; Cheap independent travel for young people in rural areas; Expansion of car clubs to smaller towns; Investigate combining the planning and funding of public transport, Social Services, Education and Health transport services; Access to healthy food, home and mobile deliveries and supporting local shops. 66

67 8. Contributing to better safety, health and security Strategy Summaries Significantly reduce the number of road casualties; Achieve improvements in road safety for the most vulnerable users and sections of the community; Improve air quality in the Air Quality Management Areas; Ensure air quality in other areas remains better than the national standards; Encourage and facilitate more physically active travel; Improve personal security on the transport network. Targets The following targets contribute to the better safety, health and security goal: NI 47 people killed or seriously injured in road traffic accidents; NI 48 children killed or seriously injured in road traffic accidents; LI 1 number of people whose injuries recorded as slight; LI 5 measurement of Nitrogen Dioxide (NO 2 ) in Air Quality Management Areas; LI 6 number of cycling trips; LI10 journeys to school made by walking/ cycling. Work on setting new targets is currently being undertaken and will be reported in the second draft of the JLTP3 in July Road Safety 8.1 Background and evidence Between 1994 and 1998 an average of 472 people were killed or seriously injured (KSI) on the West of England s roads every year. By 2008 this number had fallen to 299 and our provisional figure for 2009 suggests a further decrease (see Figure 8.1). Child KSI casualties have also fallen ( average of 57 down to 25 in 2008). These reductions are well in line with current national casualty reduction targets. The number of people with slight injuries also declined (down from a average of 3944 to 3079 in 2008). 67

68 Figure 8.1: People killed or seriously injured on West of England roads KSi casualties Ksi target Ksi's in WoE ave * Casualty reductions have been greatest amongst car drivers and passengers. Pedestrian numbers have also seen a welcome decrease and the number of Powered Two Wheeler (PTW) rider casualties appears to have levelled off. However, in common with many parts of the country, we have experienced an increase in injury accidents involving cyclists (see Figure 8.2). This is of concern but has to be viewed in the context of the 50% growth in cycling in the West of England between 2003/04 to 2008/09. Figure 8.2: People killed or seriously injured in West of England by road user group Ksi casualties Ave * Car occupants Pedestrians Motorcyclists Cyclists 68

69 Notes: Data for 2009 is provisional. Excludes people in buses, HGVs and light goods vehicles (combined total of 22 in , 6 in 2008) About 40% of our KSI casualties in 2008 were on rural roads, showing that safety problems are not confined to our urban areas The challenge is to meet the national casualty reduction targets put forward in A Safer Way (Department for Transport 2009). The success in reducing casualties to-date (apart from PTW riders) means that further reductions will be a challenge because most of the big accident clusters have already been addressed. Hence, we will need to be more innovative in our solutions Joint working between the four Councils and partners in the West of England Road Safety Partnership is now well established and will be a key factor in further casualty reduction. By working jointly there is the opportunity to target resources and schemes in cost effective ways to tackle road safety on an area-wide basis. This will build on new approaches looking at danger reduction and at achieving reduced cycling and walking casualties through safety in numbers. Significant increases in cycling and walking through projects such as Cycling City can provide increasing road safety benefits Extensive education, training and publicity programmes will be needed with children and other vulnerable groups a priority. Through the West of England Road Safety Partnership this work can be broadened alongside danger reduction and other engineering measures. 8.2 Road Safety Strategy The road safety objectives of the JLTP3 are to: reduce the number of people killed or seriously injured in road traffic accidents; reduce the number of children killed or seriously injured in road traffic accidents; improve safety for all road users, particularly the most vulnerable members of the community; ensure that deprived urban wards do not suffer from road casualty rates which are significantly above average; improve road safety for vulnerable road users, particularly cyclists and PTW riders In line with the National Road Safety Strategy, we set out in the Road Safety Supplementary Document a variety of interventions that will tackle the area s casualty problems. Many require capital funding and others rely mainly on revenue support. Continuation of the Road Safety Grant from the Government is essential if we are to be able to fully 69

70 deliver our road safety strategy and achieve our casualty reduction targets The main themes of the Strategy focus on: Working with our Partners to optimise the use of the resources available for road safety and ensure best value; Extensive, innovative and challenging education, training and publicity programmes, capturing hearts and minds of road users across all age groups; Schemes targeted at improving road safety for children, motorcyclists, cyclists and disadvantaged areas and addressing specific problems in rural and urban areas; Speed management and effective enforcement measures to reduce casualties and improve quality of life where there is evidence of vehicles travelling at inappropriate speeds; Improving quality of life by linking road safety initiatives to neighbourhood renewal and town centre enhancement programmes and promoting liveability by good design and maintenance Further details and case studies can be found in the Road Safety Supplementary Document. Air Quality 8.3 Background and evidence Emissions from transport can have a serious effect on people s health. Exposure to poor air quality seriously affects the most vulnerable such as the very young, very old and people with cardio-respiratory problems. A key traffic pollutant is Nitrogen Dioxide (NO2) which is produced both from vehicle tailpipes and from Nitrogen Oxide (NOx) emissions from vehicles that react in the air and turn into NO In some locations the concentrations of NO2 are above the objective (target) set in the National Air Quality Strategy. Air quality assessments have resulted in central Bristol and Bath being declared as Air Quality Management Areas (AQMAs). Levels of NO2 in these AQMAs fluctuate but, in common with all other UK cities, are above the national target Based on current national projections NO2 is forecast to decrease, in part due to advances in vehicle technology. On the other hand there has been an increase in the number of diesel vehicles that emit higher proportions of NO2 directly from the tailpipe, leading to higher roadside concentrations An Air Quality Action Plan (AQAP) was produced for the Bristol AQMA in 2004 that sets out specific measures to tackle air quality problems. A 70

71 similar AQAP is being prepared for the Bath AQMA which was enlarged in The measures in this AQAP are closely linked to those in the Bath Transportation Package major scheme Monitoring has shown that NO2 levels in four other locations (centres of Keynsham, Kingswood and Staple Hill and near Junction 17 of the M5 at Cribbs Causeway) are above the national objective. All four are therefore in the process of being declared as AQMAs and require AQAPs to be drawn up for them (see Figure 8.3). Figure 8.3: Air Quality Management Areas 8.4 Air Quality Strategy Our strategy focuses on: Raising awareness of air quality issues; Reducing vehicle use by promoting more sustainable modes of transport; Better management of the highway network; Major transport schemes; Encouraging use of lower emission vehicles; Continuing assessment of air quality We will continue to provide information to raise awareness about air quality, building on the example of the website. This gives up-to-date air quality forecasts and vital information 71

72 for residents and visitors, especially those sensitive to high levels of pollution such as elderly people or asthma sufferers Encouraging behavioural change is an integral part of the JLTP3 (see Chapter 6 and the Smarter Choices Supplementary Document). Promotion of alternatives to the car can help reduce traffic levels and achieve air quality benefits. Through promotional work such as Personalised Travel Planning we have achieved around a 10% reduction in car trips among participating households. This work is ongoing across the northern area of the Bristol AQMA, covering the Redland, Bishopston and Horfield areas of the city Urban Traffic Management and Control (UTMC) is a powerful traffic management tool that can be used to help reduce emissions associated with stop-start driving (see Network Management and Freight Supplementary Document). It can also be used to prioritise more efficient modes of transport such as buses. In turn this allows congestion to be managed more effectively by relocating traffic queues away from areas where the air quality impact is likely to be detrimental, provided it does not cause significant deterioration For other areas better signing will result in more appropriate use of the road network and the re-routeing of traffic, especially Heavy Goods Vehicles, away from sensitive areas. The use of variable message and other enhanced signing for parking reduces congestion caused by circulating traffic searching for parking spaces. Targeted parking enforcement on key radial routes will also reduce delays and congestion during peak periods. Using real time information to provide early warning of road works and other incidents will enable drivers to find alternative routes, and help avoid local air pollution hot spots In relation to the motorway and trunk road network we are working through our Memorandum of Understanding with the Highways Agency on potential air quality improvements. Managed motorway initiatives on parts of the M4 and M5 are an example of the Agency s plans to achieve more reliable peak period journey times and smooth traffic flow. Vehicles travelling at 50mph produce 25% less NOx than those travelling at 70mph Our major transport schemes, described in Chapter 11, will directly or indirectly contribute towards achieving improved air quality in our AQMAs and elsewhere. By introducing rapid transit and enhanced bus and rail services, accompanied by improvements for pedestrians and cyclists, we intend to provide attractive alternatives to the car. A significant shift from cars will help reduce AQMA traffic levels Partnership working with the operators is aimed at achieving further upgrading of the bus fleet in the West of England, increasing the proportion of vehicles meeting the latest Euro standards. For older buses, engine management systems can be upgraded to reduce NOx 72

73 emissions: a trial project in Bristol for example has upgraded 16 buses from Euro 4 to Euro 5 standard, which should save up to 2 tonnes of NOx per year We will work with the freight industry on ways and means of reducing the problem of Heavy Goods Vehicle emissions. The emerging Bath AQAP envisages a feasibility study being carried out into a Low Emission Zone for the Bath AQMA, linked to the development of a freight consolidation facility. We will also seek to upgrade Council vehicle fleets. (In Bristol the City Council s fleet now contains over 100 LPG and hybrid vehicles) We will continue to monitor local air quality across the whole West of England area, particularly where pollutants are close to exceeding the national target. Health and Physical Activity 8.5 Background and Evidence Walking and cycling as part of our daily lives can increase physical activity and have large health benefits The link between transport, physical activity and health is recognised nationally (see Box 8a) and reflected in programmes such as Be Active, Be Healthy, Change4Life and Healthy Weight, Healthy Lives. Box 8a: Link between Transport and Health Measures to improve health are linked with those aimed at reducing congestion, improving air quality, increasing accessibility and reducing risk of injury; Heavy reliance on car use can lead to inactive/ sedentary lifestyles and contribute to higher levels of heart disease, stroke, cancers, diabetes and other illnesses including those resulting from obesity; Walking and cycling are the easiest ways that most people can increase their physical activity levels; At school age, active travel is a main contribution to 1 hour per day of physical activity and controlling body weight against weight gain; Increased public transport use contributes to increased physical activity; 67% of adults in Bristol are at an increasing risk of ill health due to low levels of physical activity; Each additional kilometre walked per day is associated with a 4.8% reduction in the likelihood of obesity. Each additional hour spent in a car per day is associated with a 6% increase Wider issues of obesity and public health, linked to National Indicators NI 55 and NI 56, are set out in our sustainable community strategies and Local Area Agreements (LAA). Increasing walking and cycling has a key role in contributing towards the national targets for increasing physical activity. For example research in Bristol has demonstrated that 73

74 children who walk to school are significantly more active than those using cars Efforts to increase walking and cycling through School Travel Plans, Bike It and Bikeability (Cycle Training) can lead to health improvements including lower risk of unhealthy weight gain. The Walking to Health project in South Gloucestershire (see Box 8b), Bristol s 5-year Active Bristol programme (see Box 8c) and Active for Life in South Gloucestershire (see Box 8d) are good examples of partnership working. Walk to School campaigns link with other child-focused strategies Other partnership-working initiatives with local communities have helped to encourage active lifestyles via promotion of the local Rights of Way networks. Walking and cycling can be encouraged in new development through good design. Box 8b: Walking to Health South Gloucestershire Council s Walking to Health scheme has supported over 1800 people to become more physically active through walking more. It is part of a national initiative supported by Natural England and the British Heart Foundation. With the help of volunteers the scheme arranges walks for people of all ages and abilities. There are walks suitable for people who use wheelchairs or mobility aids and others aimed at parents/ carers of young children (buggy walks). As people's fitness has increased so has their confidence, resulting in walkers exploring a lot more of the district and walking independently of the group Box 8c: Active Bristol The 5-year Active Bristol programme is a good example of partnership working between the local authority and local Primary Care Trust. It includes a focus on 20mph limits for residential streets, Bike It and social marketing work to promote walking Bike It has involved working with 24 schools per year, including areas of deprivation, to promote sustainable transport. The programme includes a 0.4 placement of a public health and transport specialist within the City Development Department. Box 8d: Active for Life in South Gloucestershire Active for Life is a brand in which has helped achieve Local Area Agreement targets for promoting physical activity in South Gloucestershire: getting

75 new participants of all ages in priority neighbourhoods and over 6,000 in other parts of the authority s area. Strong partnership working has led to the success of physical activity schemes. For example 1,000 people took part in two Bike Week events in 2009: the Big Bike Breakfast and the Family Cycle Treasure Hunt. Plans are afoot to incorporate cycling into new events in 2010 e.g. a forest festival, celebration of age festival, an Easter nature trail, a centenary of a local park and National Family Week. 8.6 Active Health Strategy Our strategy for improving health and wellbeing focuses on increasing levels of physical activity through more walking and cycling in line with the national Active Travel Strategy (DfT/ Dept of Health, Feb 2010). Measures to encourage more sustainable patterns of travel behaviour will also have a positive impact. Chapter 6 describes our approach and details are set out in the Smarter Choices, Cycling and Walking Supplementary Documents We will work with Primary Care Trusts and a range of other stakeholders including bus operators. Public transport has a key role to play in supporting people to lead physically active lives Working with schools will centre on travel plans, provision of safer routes and further Walk to School campaigns. Active travel will also feature in our work with employers on workplace travel plans Through our Rights of Way Improvement Plans and working with communities, interest groups and others we will promote walking and cycling. This promotional activity will complement initiatives on green spaces and promotion of active play. In disadvantaged areas these initiatives will contribute towards the action plans to reduce health inequalities being pursued by the area s four Primary Care Trusts in partnership with the councils and others. Crime and fear of crime 8.7 Background and evidence Reporting against National Indicators suggests that in 2008 violent crime, acquisitive crime and perceived anti-social behaviour show slightly higher rates in Bristol than the national average. Rates in the rest of the West of England are lower: NI 15 serious violent crime rate - slightly above national rate in Bristol (1.1 compared to 0.9), lower in the rest of the West of England; 75

76 NI 16 serious acquisitive crime rate - significantly higher than the national average in Bristol (32.9 compared to18.6) but lower in the rest of the West of England; NI 17 perception of anti-social behaviour - slightly above national rate in Bristol (23.6 compared to 22.2), lower in the rest of the West of England Information about perceptions of safety show that while people generally feel safe during the day, a significant proportion feel unsafe after dark. Promoting safer stronger communities is a key priority within the councils sustainable community strategies and multi agency community safety partnerships lead on the preparation of crime reduction strategies for each authority area Surveys suggest passengers can feel insecure while waiting for public transport at bus stops or railway stations. Some car parks can be perceived as dangerous whilst people also have concerns about using footpaths and cycle paths in some locations. Promoting more activity in these locations can help people to feel safer. Well maintained footways, footpaths and cycle paths with good surfaces and lighting can encourage more walking and cycling, especially where there is perceived or reported incidence of crime and anti-social behaviour The JLTP3 can contribute to tackling problems of anti-social behaviour through city, town centre and neighbourhood enhancements including improved lighting and CCTV. These and other measures can also address the potential for terrorist threats. 8.8 Strategy for Crime and Fear of Crime Our strategy is to ensure that community safety is taken fully into account in the design and operation of our transport infrastructure in support of the wider aims of the local crime reduction and sustainable community strategies We will tackle problems of anti-social behaviour through further investment in city, town centre and neighbourhood enhancements, improved lighting, CCTV and other measures. Similar action will be taken at a local level in relation to shopping areas and local footpath and cycle networks We will encourage the use of good design principles at transport interchanges, bus stops, train stations and car parks, including the Park Mark standard. Provision of more secure car and cycle parking is planned to reduce levels of reduce acquisitive crime. We will support the local train operator in seeking Secured Station Accreditation for local stations, the national standard supported by the DfT. Our community safety partnerships aim to maintain strong links with British Transport Police and Network Rail as well as with bus and taxi operators (see Box 8e). 76

77 Box 8e: Taxi Marshals The provision of Taxi Marshals, introduced through the Safer Bristol Partnership, has been considered particularly successful in assisting people to travel more safely and reduce anti-social behaviour. Building on this success, the scheme has been extended to cover further areas in the centre of Bristol, focussing on traditionally busy times of year for the night time economy, such as the Christmas and New Year period We will work with the police, emergency planning staff and others to identify measures for reducing the vulnerability of the transport network to terrorist attacks and for ensuring that the network is adaptable to any impact. The risk of terrorist threat will be taken into account when designing and implementing our programme of major and other schemes to ensure that any risks are minimised. 8.9 Vision to In contributing to better safety, health and security we will need to keep our strategy responsive to new ideas. Box 8f outlines some possibilities. Box 8f: Future Plan Ideas Local projects emerging from new Air Quality Action Plans, e.g. low emission zones; Following up CIVITAS and Green Bus Fund schemes in Bath; Neighbourhood initiatives linking healthy living with road safety training, education and publicity and smarter choices; Further promotion of healthy exercise in Rights of Way Improvement Plan review; More work to address personal security issues at local level, reducing barriers to safe walking and cycling; Learning from best practice on reducing vulnerability to terrorist attacks. 77

78 9. Quality of Life and the Natural Environment Strategy Summary Minimise the impact of transport on the natural and historic environment; Reduce the number of people exposed to high levels of transport noise; Enhance streetscape, public spaces and the urban environment; Promote better access to leisure activities and the countryside and neighbourhood links; Enhance the journey experience; Promote and facilitate active health. Targets There are no indicators directly measuring the impact of the JLTP3 on the quality of life in the West of England area. Instead a range of proxy indicators is used as supporting evidence. If these are performing well our quality of life is holding up too. Possible supporting Indicators are set out below: NI 167 Average journey time per mile during the morning peak; NI 175 Access to services and facilities by public transport, walking and cycling; NI 178 Bus services running on time;; NI 186 Per capita reductions in CO2 emissions in the local authority area; NI 198 Children travelling to school mode of travel usually used; NI 56 Obesity in primary school age children in year 6; LI 2 Changes in peak period flows to urban centres; LI 5 Measurement of Nitrogen Dioxide (NO 2 ) in Air Quality Management Areas; LI 6 Number of cycling trips; LI 10 Journeys to school made by walking and cycling. 9.1 Background and evidence Part of the very attraction for people living in the West of England is the high quality of life and natural environment. Historic cities, towns and villages, conservation areas, the two Areas of Outstanding Natural Beauty (AONB) all contribute to this (see Figure 9.2). The Bath cityscape is a UNESCO World Heritage Site Transport affects that quality of life. Through our use of public transport, cycling, walking and the highway network it touches our day to day activities and experiences. Ensuring it does not have negative impact is where this quality of life and natural environment chapter really kicks in. Furthermore we need to recognise that during the lifetime of the JLTP3, up to 2026, there are likely to be many 78

79 challenges to our quality of life from new technology to changing lifestyles to the potential impact of climate change and peak oil. Strategic Environmental Assessment Chapter 4 set out the process for undertaking a Strategic Environmental Assessment (SEA) for the JLTP3. European Directive 2001/42/EC and UK Statutory Instrument 2004/1633 require this. The aim is to protect the environment and integrate environmental considerations into the JLTP Figure 9.1 shows the special areas of conversation and other sites in the West of England that the SEA process will need to consider. Figure 9.1: Special areas of conservation and other sites Areas of Outstanding Natural Beauty The Cotswolds is the second largest protected landscape in England after the Lake District National Park, as well as the largest of the 40 Areas of Outstanding Natural Beauty (AONB) in England and Wales, covering 2,038 sq kms. Whilst mostly in Gloucestershire the eastern flank of South Gloucestershire and the areas to the north and south of Bath fall within the AONB The Cotswolds AONB Management Plan identifies issues around public transport of frequency, reliability and connections, long distance travel through the AONB and more commuting from it. To tackle these issues the Management Plan has Actions DTA3 to devise 79

80 and promote measures for the design, provision, and management of transport infrastructure which respect the special qualities of the AONB and DTA5 to encourage and promote the increased use of buses, trains, cycling and walking. Figure 9.2: Areas of Outstanding Natural Beauty (AONB) A Transport Group made up of officers from the relevant local authorities is drawing up a Cotswolds AONB Highway Guidelines and Transport Protocol. There are other issues around Heavy Goods Vehicle parking and legitimate long-term lorry parking with the need to identify sites in the Local Development Framework process The Mendip Hills AONB was designated in 1972 and covers 198 sq kms from Bleadon in the west to Chewton Mendip in the east, taking in the reservoirs of Blagdon and Chew Valley. Parts of the AONB fall within Bath and North East Somerset and North Somerset stretching to the edge of Weston-super-Mare The Mendip Hills AONB Management Plan identifies increasing traffic levels, public transport improvements, safe alternative route for non vehicular traffic and Heavy Goods Vehicle routes as major issues. Objective D3 of the Management Plan seeks to ensure the special qualities of the AONB are fully respected in the design, provision and management of all types of transport. Actions are to promote cycling, walking and public transport, minimise the impact of road schemes and work with Freight Quality Partnerships. The Mendip AONB also has a Transport Group which meets on an ad hoc basis. 80

81 Bath World Heritage Site Bath is home to 84,000 people and attracts 3.7 million visitors a year. It has been a World Heritage Site since 1987, recognised as a place of outstanding universal value for its architecture, town-planning, landscape, archaeological remains and its role as a setting for social history. The history of the city extends over 6 millennia, from its earliest days when the Hot Springs were a place of worship for the Britons and on through the Romans, Saxons and Georgians to the modern day when Bath is an international icon of architecture and archaeology within a thriving local community. The city is a blend of history and modern life, continually changing, growing and adapting to modern requirements Bath s World Heritage Site Management Plan aims to provide a framework to conserve the cultural heritage assets of the city. It includes protection and enhancement of the architectural, archaeological, landscape and natural assets and their urban and landscape settings, improving understanding of the Site, its interpretation and use as an educational resource, and supporting the local community in its cultural, social and economic vitality. The JLTP3 aims to support the Management Plan. Urban Realm Shortcomings in the design and maintenance of public spaces, streets and highways, street furniture, lighting and signage, and walking and cycling facilities affect the public s perception of their local environment. Standards of highway maintenance are critical Streets make up the greatest part of the urban realm and need to be designed to create attractive spaces where people live, work and spend leisure time. Movement through the area needs to be well designed to encourage people to walk, cycle and use public transport, reducing car-use particularly for short journeys. Opportunities for improving access and movement arise through securing good design in new development and the redevelopment and regeneration of areas (see Box 9a). Box 9a: Pier Square, Weston-super-Mare Pier Square on Weston-super-Mare s seafront includes the lawns and surrounding roads between Carlton Street and the Grand Pier. Largely unchanged since the 1970 s and with significantly increased traffic levels there were a number of problems making it difficult for vehicles, cyclists and pedestrians to move around. With no direct pedestrian links to the seafront from the town centre and railway station it was difficult to get onto the 81

82 beach lawns and fountain area. Access to the Tourist Information Centre was also poor. The road layout has now been redesigned and landscaped with the intention of: Reducing the number of vehicles, to make it safer and more pedestrian friendly, reducing congestion and delay Improving the lawns to create a better leisure area, an enhanced setting for the newly re-developed Grand Pier and to help attract more visitors to Weston. Improving pedestrian access for those coming from the railway station and the town centre to the seafront and Tourist Information Centre and vice versa. Making the most of the seaside views and other attractions in this conservation area Total cost was 3.9 million including money from North Somerset Council, grants from the South West Regional Development Agency and other organisations as well as LTP funding. The project formed part of the Civic Pride scheme Residential areas with poorly designed parking can suffer from parking on pavements and unsightly and obstructive parking on-street whilst the majority of garages and allocated parking courts remain empty or under-used Substandard public transport infrastructure with inadequate on-street information and poor facilities for walking and cycling works against the aim of promoting sustainable travel choices and improving accessibility for those without cars Evidence suggests that the re-design of the built environment in deprived areas can significantly improve health outcomes, for example through wider pavements, cycle lanes, traffic calming and designing walkable neighbourhoods. Local Development Frameworks will set appropriate design standards With the Government giving emphasis on the greater use of 20mph speed limits in residential streets there are two proposed pilot schemes in Bristol. The aim is to make these areas safer and more attractive, thereby encouraging more people to walk and cycle around their own community. Noise In relation to noise, transport is the most pervasive source in the environment. For most people, road traffic is the main cause of exposure to ambient noise. Surveys in Bristol suggest that over 70% of 82

83 respondents are concerned about levels of noise in the city and 45% of people are bothered by traffic noise in their homes The Department for Environment, Food and Rural Affairs (DEFRA) is preparing Noise Action Plans as required by the European Union (EU) Directive on the Assessment and Management of Environmental Noise (2002/49/EC). Areas have been identified in the Bristol area as First Priority Locations because of high road noise as shown in Figure 9.3. Figure 9.3: Noise in the West of England Working with DEFRA and the Highways Agency we will investigate what noise management measures might be appropriate and feasible. Measures might include renewal of carriageways, targeted maintenance or erection of noise barriers. At the same time better management of the road network can deliver noise reduction benefits. The EU Directive provides the platform to ensure that noise impact and Noise Action Plans are fully considered as the JLTP3 is implemented. Access to leisure and the countryside The rights of way network plays an integral role in developing an integrated transport network for the area, which has the potential to offer extensive sustainable travel opportunities for walkers, disabled people, horse riders and cyclists for all journey purposes There are Local Access Forums, jointly covering Bath and North East Somerset, Bristol City and South Gloucestershire with a separate one for North Somerset, to provide advice as to the improvement of public 83

84 access to land for the purposes of open-air recreation and enjoyment. Chiefly this is through the two Rights of Way Improvement Plans (ROWIP) The ROWIPs identify opportunities to improve access to the countryside. Further development of existing multi-user routes and the National Cycle Network offer more scope for travel. The current ROWIPs will be reviewed for the post 2011 period with, subject to resources, the possibility of developing one combined plan for the West of England area The improvement of rights of way and the encouragement of walking and other forms of sustainable travel together aim to tackle congestion, improve air quality, promote active health and ensure that alternatives to the car are a realistic first choice for the majority of trips. A good example of bringing these altogether can be found on the Avon Valley Railway (see Box 9b). Box 9b: Avon Valley Railway Based at Bitton Station the Avon Valley Railway offers a six mile return train ride along the former Mangotsfield to Bath Green Park branch of the old Midland Railway, and the chance to see the River Avon valley from an aspect that cars cannot reach. Located alongside the Bristol to Bath railway path the Railway caters for cyclists with secure cycle-racks and refreshment facilities as well as the opportunity to swap leg-power for steam-power. The Railway s 'Avon Riverside' platform, in the heart of the Avon Valley, offers passengers the opportunity to enjoy the many attractions in the area - boat trips, riverside pubs, picnic area, and walks in the beautiful surrounding countryside. In 2010 a boat link will be established between the Railway and the Avon Valley Country Park providing sustainable access to both attractions and reduced car use. There are long term plans to extend the line to the outskirts of Bath, providing a scenic train ride not just into, but through, the Avon Valley. New stations would be at Kelston and Newbridge and a link provided to the nearby Park & Ride site creating a car free way to access the Avon Valley from Bath North Somerset and Bristol City Councils have worked in partnership with The National Trust to develop a Travel Plan for the Tyntesfield country estate to reduce the dependence of the attraction on the private car. A travel map has been produced which provides extensive information for travelling by public transport, by cycle or on foot. Visitors who arrive at Tyntesfield by these means of travel receive a 1 voucher which can be used off admission prices, in the shop or food kiosk. In addition to this, infrastructure improvements, identified in the travel plan, have been made to the promoted bus stops to ensure that 84

85 they are Disability Discrimination Act compliant. The public rights of way between the bus stop and the estate have also been improved and well signposted. Cycle parking is available for those who cycle to the estate. Journey Experience The journey experience for public transport users will change radically as the West of England s programme of RFA2 major transport schemes (see Chapter 12) starts to be implemented. Completed early in the life of the JLTP3 will be the Greater Bristol Bus Network bringing enhanced passenger facilities and services to ten key corridors serving over 70 routes. Close behind are the Bath and Weston Packages with the first Rapid Transit route in the former and bus improvements in the latter. Rapid transit will get a further boost with the Ashton Vale to Bristol Temple Meads and North Fringe to Hengrove routes The proposed re-use of the Portishead rail corridor, last used for passenger transport in 1965, would provide residents with a high quality public transport corridor avoiding congestion and pollution on the road network For the rail passenger the proposed Greater Bristol Metro would see enhanced half hourly cross Bristol train services from Yate to Bath to Weston-super-Mare. Meanwhile the Severnside Community Rail Partnership (see Box 9c) continues to do sterling work on improving local stations and services Vehicle drivers would also see improvements with alternatives to routes that are currently congested. Examples include the South Bristol Link and the M5 Junction 21 Bypass. People living on routes that would be relieved of traffic can expect improved air quality and reduced noise, as complementary measures to lock-in traffic reductions are implemented So whether you go by bus, train or car you can look forward to a comfortable, fast and pleasant trip. Box 9c: Severnside Community Rail Partnership The Severnside Community Rail Partnership, sponsored by the four councils, Somerset County Council and First Great Western was formed in the summer of 2004 to identify and implement measures to encourage the use of local trains (see map below). 85

86 Avonmouth, Clifton Down, Keynsham, Montpelier, Oldfield Park, Parson Street, Patchway, Sea Mills, Severn Beach, Shirehampton, Stapleton Road and Weston Milton stations have all benefited from makeovers, new artwork, flower beds, mosaics and improved information with simplified timetable posters. The Probation Service, local groups and schools have been actively involved encouraging more pride and less vandalism. Local schools have now formerly adopted several local stations. A community garden centre on some disused track bed at Stapleton Road station was opened in A wide range of leaflets and promotions aimed at encouraging families, scholars and walkers to use trains plus a dedicated website for the Severn Beach line have all helped to attract more passengers. Such has been the Partnership s success that it won two prizes in the 2008 National Community Rail Awards. It was awarded first place in the Outstanding Railway Staff Contribution category in recognition of the hard work carried out on maintaining stations in the Bristol area and third place in the Outstanding Community Rail Partnership Officer category. In 2009 the Partnership won the Network Rail Community Engagement Award; for the Severnside Schools Community Stations Programme and came second in the National Community Rail awards. 86

87 The JLTP3 fully supports the work of the Partnership. Active health Physically active lifestyles are important for health with the need to increase physical activity through routine actions such as walking and cycling. In terms of value for money the benefits of cycling and walking interventions are high (see Cycling Supplementary Document) with additional cost savings for public health and the National Health Service as a whole from a healthier population. This importance of increasing levels of active health through more cycling, walking and public transport is highlighted in more detail in Chapter Strategy Our Strategy for improving the quality of life and natural environment is: Natural environment Support the Cotswolds and Mendips Areas of Outstanding Natural Beauty Management Plans; Mitigate the impact of the JLTP3 through the Habitats Regulation Assessment as required. Historic environment and urban realm Historic town and city centres, conservation areas and villages to be maintained and enhanced; Bath s World Heritage Site Management Plan sets out measures to ensure a superb standard of built environment is protected. The Bath Transportation Package major scheme will help achieve this objective; Protecting and promoting areas where pedestrians and cyclists can enjoy a safer environment to encourage walking and cycling; Managing traffic and speed and securing good design in new developments; Local Development Frameworks will set design standards; Road hierarchy review (see Network Management Supplementary Document); Review parking standards and if necessary issue design guidance for new residential developments. Noise Renewal of carriageways and targeted maintenance and better management of the road network will deliver traffic noise reduction benefits; Work with DeFRA on Noise Action Plans. 87

88 Access to the countryside and leisure facilities Continued development and implementation of the Joint Rights of Way Improvement Plan and North Somerset Rights of Way Improvement Plan to improve access to the countryside; Further development of existing multi-user routes and the National Cycle Network to offer more scope for travel; Promotion of and information on public transport links to the countryside; Joint working with partners to improve access to leisure facilities and the countryside. Journey Experience Implement the RFA2 programme of major transport schemes (see Chapter 11); Support the Severnside Community Rail Partnership. Active Health Implement measures to encourage active travel and more sustainable patterns of travel behaviour as a key means to improve people s fitness, health and quality of life (see Chapter 8). 9.3 Vision to Our Strategy is by no means a final one. As other quality of life and natural environment issues and problems emerge we will review and develop the Strategy. Some possible ideas for the future are in Box 9c. Box 9c: Future Plan Ideas Traffic free historic town, village and city centres; 20mph residential area pilot schemes extended across the West of England; Quiet Deliveries Demonstration scheme; Complete strategic gaps identified in Rights of Way Improvement Plans; Make sustainable transport the first choice when visiting the countryside and for leisure activities; Healthy town concept to tackle obesity, eat healthily and be active. 88

89 10. Delivery Plan 10.1 Background The Delivery Plan sets out how we will implement the Joint Local Transport Plan 3 (JLTP3), on a 3 year rolling programme. It sets out the general principles of delivering the JLTP3 across the West of England and how we intend to co-ordinate investment through the Integrated Transport funding allocation, Maintenance funding and major transport scheme funding streams, together with the councils own resources, developer and other funding The Delivery Plan will be a sister document to the JLTP3. This chapter provides a summary of our approach. As levels of future funding are confirmed the full Delivery Plan will be produced for the second draft of the JLTP3 in July The headline investment profile for the first 3 years 2011/12 to 2013/14 is: 44 million investment in transport infrastructure maintenance; 41 million investment in new transport infrastructure; 142 million investment in major transport schemes (see Chapter 11); Revenue and funding from other sources to be confirmed We are building on the success of lessons learnt from the JLTP 2006 to We have a proven record of joint coordination and delivery on the ground Our approach to developing the Delivery Plan is influenced by the Strategic Environmental Assessment process (see Chapter 4). In developing the Delivery Plan we have also considered a range of influences and requirements, such as the Delivering a Sustainable Transport System (DaSTS) goals in Box 2c, JLTP3 Targets in Chapter 12 and the councils Corporate Plans, to establish a clear set of investment priorities. These principles will be used to determine how we propose allocating our funding to deliver our Programme and initiatives over the next three years In developing the Delivery Plan we have borne in mind that it needs to be realistic and deliverable, whilst promoting schemes and measures that make a contribution to DaSTS and the JLTP3 targets. A 3 year Delivery Plan develops a higher confidence level in scheme deliverability with the flexibility to focus resources on JLTP3 targets. It also allows us to align delivery with our Local Area Agreements and our Multi Area Agreement. At the same time we have looked beyond the 3-year period in acknowledgement that the delivery of major transport schemes requires long lead in times. 89

90 10.2 Delivering against goals The Programme is broken down into a number of thematic areas of measures. In Table 10.1 we set out their contribution to the DaSTS Goals. Table 10.1: Contributions of measures towards the DaSTS goals DaSTS Goals Thematic area Reduce carbon emissions Support economic growth Contribute to better safety, health and security Promote equality of opportunity Improve quality of life and healthy natural environment Public Transport High Medium Medium Medium Medium Road Safety Medium Medium High Medium High Smarter Choices Network Management Network Maintenance Environment & Public Realm High Medium High Medium Medium Medium High Medium Medium Medium Medium High High Medium Medium High Medium High High High 10.3 Funding sources The Delivery Plan will stress the fact that as well as the Department for Transport (DfT) Integrated Transport and Maintenance allocations the councils also invest significant sums of their own funding to help meet the JLTP3 goals. It will describe the anticipated funding available from the following sources: Integrated Transport allocation; Maintenance allocation; Council funding (into areas such as maintenance and revenue support); Major transport scheme bids; Other funding sources Delivery on the ground An important element for successful JLTP3 delivery is to identify the proposals which offer the greatest impact in terms of objectives and targets whilst offering the best value for money. The Delivery Plan will describe how we identify potential investments and how we assess their contribution against the JLTP3 objectives. 90

91 Delivery of the Regional Funding Allocation 2 (RFA2) major transport schemes (see Chapter 11) could potentially have a significant impact on our ability to deliver other elements of the JLTP3. The Delivery Plan will describe how we will coordinate the delivery of all elements to ensure minimum disruption to the travelling public whilst gaining maximum efficiencies of scale and value for money The Delivery Plan will describe how we group schemes together by geographical areas into spatial delivery packages to ensure that schemes are delivered in a coordinated manner. It includes all schemes irrespective of the funding source Integrated Transport, Maintenance, Revenue or Developer. This approach allows us to gain the maximum economies of scale and value for money from the consultation, design and construction phases. Furthermore it enables us to focus our education, training, publicity and promotional efforts in the area before, during and after implementation, gaining the maximum benefit from the improvements Managing the Programme Our Programme will continue to be flexible and capable of accommodating changing circumstances such as funding and Government policies. Programme and risk management processes will be followed in line with the DfT Good Practice Note (October 2009). A revised Delivery Plan will be produced every 3 years throughout the life of the JLTP3. The Plan will continue to co-ordinate delivery of the range of work, including the RFA2 major transport schemes, needed to achieve our five key JLTP3 and DaSTS goals and associated targets The JLTP3 contains clearly defined targets with trajectories. It also contains a robust monitoring programme. The Delivery Plan will describe how progress towards trajectories informs the Programme year-on-year Distinct from progress towards the trajectories, the Delivery Plan will be monitored and reviewed on a monthly basis. The Plan sets out how monthly monitoring of items such as finance, resources and risk allow us to adjust our Programme to ensure continued progress towards the JLTP3 goals. The Delivery Plan will describe the risk management processes used to manage risk at the sub-regional level and at scheme level The intention is, through a series of Memoranda of Understanding, to expand the scope of the Delivery Plan to include scheme programmes from our partners at the Highways Agency, rail industry and health sector. This will increase opportunities to co-ordinate and integrate schemes and demonstrate how the JLTP3 fits into the wider delivery picture. 91

92 11. Major Transport Schemes Summary 11 major transport schemes; 450m of investment to 2019; 150m investment post 2019; Strong governance and delivery; Travel+ branding. Figure 11.1: Our Transport Network and Vision 11.1 What are Major Transport Schemes? The Major Schemes process seeks to provide authorities with the necessary capital funding to allow them to take forward public transport and highway schemes that support the objectives of the Joint Local Transport Plan 3 (JLTP3) but which would otherwise be unaffordable from the Integrated Transport or Maintenance block allocations or from other sources. The Major Schemes system provides only capital and not revenue funding for schemes costing over 5m. For public transport and road schemes (other than Light Rail where it is 25%) a local contribution of at least 10% is required In order to secure funding for these transport infrastructure improvements schemes need to accord with the Department for 92

93 Transport s (DfT) Delivering a Sustainable Transport System (DaSTS) and demonstrate a case across the following five aspects: Strategic - consistent with and will contribute to local, regional, and possibly national, objectives in transport and other relevant areas; Appraisal and value for money when appraised against central Government's five objectives for transport of economy, environment, safety, integration and accessibility the scheme s benefits against its costs provide a sound value for money case; Delivery the scheme can be delivered to time and budget, including a clear project plan, governance arrangements, plans for stakeholder involvement and engagement and robust risk management plans; Financial - the scheme is based on sound costings, that the authority or authorities are able to meet their own contribution and that any proposed third party funding is confirmed; Commercial - the scheme has a sound procurement strategy In order to secure funding major schemes must pass through Government s three stage approval process: Programme Entry - this is granted once an initial business case has been approved by the DfT; Conditional Approval - once statutory powers such as planning consents are in place; Full Approval - once procurment has been undertaken and final contract prices have been secured The experience of the West of England is that progressing schemes through this process takes considerable time and requires significant resource both in terms of finance and personnel. Bringing forward major schemes from inception through development and construction to completion can typically take 8 to 12 years and cost several million pounds. Costs in bringing forward schemes incurred in the early development stage must be borne entirely by the councils, although once schemes achieve Programme Entry costs are shared with the DfT. The cost of these processes and the time it takes for schemes to be implemented are a significant constraint in bringing forward transport infrastructure With this in mind the West of England Multi-Area Agreement (MAA) requested that the Government seek ways to accelerate the delivery and reduce the development costs of major transport schemes. One of the key benefits to emerge from the MAA was the identification of the North Fringe to Hengrove Package scheme as a national pilot for developing and testing a more collaborative approach to scheme development. This has involved early and ongoing engagement with the DfT to ensure a better and shared understanding of the schemes objectives, elements and timescales. Other aspects of the pilot include commitment to a joint timetable, and aligning modelling and appraisal requirements to be proportionate to risk and complexity. This process 93

94 has helped this scheme progress from inception to major scheme bid for Programme Entry in under a year The Regional Funding Allocation In 2006 the Joint Local Transport Plan identified a major schemes development and implementation programme which was subsequently endorsed by the South West Region as part of the Regional Funding Allocation (RFA) process. This process devolved to the Region responsibility for endorsing a priority programme which best met both Regional and local objectives for the period to It also sought to provide more funding certainty to the councils who were committing resources to bring forward schemes The West of England presented a strong case for new transport infrastructure through this process both at a technical level through the findings of the Greater Bristol Strategic Transport study (GBSTS, 2006), and in terms of the need to cater for the growth of jobs and homes identified for the area. The West of England major transport schemes programme is also recognised as having an important role in supporting economic growth (see Chapter 6), regeneration and improving access to jobs and services particularly for communities which suffer high levels of deprivation (see Chapter 7) In summer 2008 Government announced its intention to update and extend the RFA process, and at the end of February 2009 the South West Region submitted its advice to Government on funding priorities for transport over the next 10 years (RFA2). This submission identified 7 major transport schemes in the West of England to be brought forward to completion within the next 10 years (representing over 450m of investment). In addition, a further 4 schemes equating to some 150m were also prioritised for which construction would start during this period but be completed post 2018/19. The Government s response in July 2009 gave broad support to the region s transport programme. The West of England schemes prioritised in RFA2 are shown in the Figure

95 Figure 11.2: West of England RFA2 Prioritised Major Schemes Programme Given the impact of the recession on public finance it is recognised that RFA funding is likely to be reduced in the coming years. The DfT have asked the Region to carry out scenario testing to consider how it would respond to reduced Government funding. The effective development and delivery of current schemes, to programme and budget, will strengthen the case for the West of England to retain its major schemes in any future review of the Regional programme Governance and Project Management One of the challenges in developing the Greater Bristol Bus Network (GBBN) scheme was the need to establish robust joint governance arrangements. A major step forward in this regard came in April 2009 when the Joint Transport Executive Committee (JTEC) was established which comprised the four Executive Members with responsibility for transport. Amongst other functions, a key role of the Joint Committee is overseeing the major schemes programme. The major schemes governance arrangements are shown in Figure The Joint Committee receive quarterly reports on progress with the major schemes development process and endorse key steps such as the submission of bids or decisions to apply for necessary powers required to implement schemes. 95

96 Figure 11.3: Major transport scheme governance Each of the major schemes in development has an Officer Project Board which consists of senior officers of the four authorities with responsibility for transport. The Boards may also include other Council officers able to provide specialist advice, a representative of the West of England Partnership Office and representatives of other organisations with a key role in the project such as via funding contribution or position as statutory consultee. Where Project Boards include the Government Office for the South West or the Highways Agency, these organisations participate as observers in recognition of the need to separate the role of the scheme promoter from the ultimate funder of the bid. The Project Board guide and steer the direction of the project, preparing the Project Initiation Document approved by the JTEC, authorising strategic decisions, and where appropriate referring key decisions to the JTEC The Project Board nominates a Senior Responsible Owner (SRO) who acts as the sub-regional lead representing the authorities and the Project Board. The SRO ensures the project progresses in line with the Project Plan and that the outputs agreed by the Project Board are achieved, working within agreed thresholds and providing guidance and direction to the Project Manager It is recognised that the specialist nature of the major schemes development process requires consultant support. To ensure that skills in sufficient capacity are available, the West of England authorities are undertaking a joint procurement process in the areas of major schemes project management, procurement advice and scheme design. This will streamline the process for the engagement of consultants reducing time and cost. This work has been supported by the award of 55,000 of funding to the West of England by the Regional Improvement and Efficiency Partnership (RIEP) through South West Councils on the 96

97 basis that we share the experiences of this work and open up the frameworks to other public sector bodies Monitoring and Performance Management Given the importance of the major schemes programme and its financial value there is a clear need for robust monitoring, performance management and assurance arrangements. In order to build upon and complement existing project management and assurance arrangements undertaken within the individual authorities a subregional project management framework has been created. This arrangement provides high-level reports for each project including progress against key milestones, budget movement and information on risks. These are reported quarterly to the Joint Transport Executive Committee and six monthly to the West of England Partnership Board In addition to this arrangement, at the individual scheme level one member of the Project Board is allocated the responsibility for Quality Assurance. This role involves ensuring that quality is built into, and being followed by, the project management processes of each major scheme. By taking a consistent approach it is intended that these processes strengthen the overall management of the development and delivery of the major schemes programme Engagement and Communications It is recognised that public engagement and communication plays a vital role in gaining acceptance for the individual major schemes. The authorities seek to ensure that stakeholders and the public are aware of the interlinking nature of the transport schemes programme, and their relationship with other projects and initiatives being managed by the councils. To reinforce this interrelationship all the major schemes use the Travel+ ( branding in any public engagement that is undertaken on the schemes The Greater Bristol Bus Network (GBBN) is the first major scheme to use the Travel+ branding. Using this branding enables a consistent image to be used on all communications across the West of England to demonstrate the joint working across the four authorities. The branding is currently in use on: Road signs using a template to ensure the logo is in the same position, together with the Department for Transport logo; Bus stop flags the logo with the website address will be on all bus stop flags and will also be applied to the shelters for the corridor launch; Press releases a consistent message about how GBBN is a Travel+ scheme and how it fits with the other sub-regional schemes is used on all press releases; 97

98 Newsletter A regular Travel+ newsletter is distributed across the West of England focusing on GBBN but also updates on all the other Travel+ schemes; Website GBBN is a key icon on the front page of the Travel+ website ( This was launched in October 2009 and has progressively been developed to act as a single point of contact for transport information across the sub-region. This is regularly updated with the latest scheme details; Consultation the branding is applied to all consultation materials produced as part of any scheme consultation As the scheme progresses towards completion each of the corridors will be launched in turn with all communications using the Travel+ branding. Once all corridors are completed a big bang of communications activity will follow to raise the profile of the GBBN works which will in turn further raise the profile of Travel The Major Schemes Programme Greater Bristol Bus Network The Greater Bristol Bus Network (GBBN) includes an integrated package of measures aimed at improving the attractiveness of bus travel. The 70m scheme is funded by Government through the Regional Funding Allocation ( 42.34m), together with 20m investment in new buses by First and contributions from developers and the local authorites GBBN is bringing improvements to the local bus network on the area s most congested roads, resulting in shorter travelling times and a more accessible and relaiable public transport system. These improvments will complement existing showcase bus routes on the A38 and A420, and proposed bus network improvements in Bath and Weston-super- Mare. Measures implemented will seek to benefit cyclists and pedestrians as well as bus users, and linkages have been made with schemes being implemented as part of the Bristol and South Gloucestershire Cycling City programme The GBBN scheme includes a range of improvements, including: Bus priority measures reducing the impact of traffic congestion on bus travel times and reliability without having an adverse effect on travel conditions for other road users; New fully accessible low-floor buses on the core routes serving the GBBN corridors; The provision of improved service frequencies and new bus routes, where demand potential is at its greatest; Significantly improved passenger facilities at bus stops, including new shelters, raised kerbs and, at the most heavily used stops, Real Time Passenger Information; 98

99 The GBBN scheme focuses on 10 key sub-regional bus corridors (see Figure 11.4) which together embrace 60 services, namely: M32, from south of Junction 2 to Bristol city centre; A4018 Bristol to Cribbs Causeway; A4018 Bristol to Cribbs Causeway via Parkway and North Fringe; A432 Bristol to Yate; A4 Bristol to Bath; A37 Bristol to Midsomer Norton and Radstock; A4174 Avon Ring Road; A370 Bristol to Weston-super-Mare; A369 Bristol to Portishead; A367 Bath to Midsomer Norton and Radstock. Figure 11.4: Greater Bristol Bus Network The scheme received Full Approval from Government in May 2008 and is currently being implemented. By the end of 2012 we will have delivered: 8.6 km of new bus or priority lane; 120 new low floor, lower emission buses; Real time information at over 300 bus stops; 944 new bus stops with improved facilities such as raised kerbs and shelters; 22 junctions with bus priority signals. 99

100 Bath Transportation Package The Bath Transportation Package is a 54 million scheme designed to tackle congestion in Bath and the surrounding area by improving public transport and enhancing pedestrian access for the benefit of residents, commuters and visitors. The scheme includes the following elements: Expanding the City's three existing Park and Ride sites and creating a new Park and Ride to the east of the City, thereby increasing Park and Ride capacity from 1,990 to 4,510 spaces; Creating a Bus Rapid Transit (BRT) route, including a 1.4km section of "off-street" dedicated bus route which will remove Park and Ride buses from congestion for a significant amount of their journey; Creating a more pedestrian and cyclist-friendly City Centre; Improving nine bus routes to Showcase standard, including raised kerbs for better access, off-bus ticketing to speed up boarding and real-time electronic information for passengers; Introducing active traffic management with real-time information to direct drivers to locations where parking spaces are available An initial bid for the Bath Transportation Package was submitted in July 2006 and the scheme was awarded Programme Entry status in October Since this time work has been undertaken to secure the necessary planning and other consents, including Compulsory Purchase Orders to secure land needed for the scheme outside of the Council s ownership. This process has been supoprted by public consultation helping to refine the scheme In summer/autumn 2009 consultation was undertaken on the proposals for a more pedestrian and cyclist-friendly City Centre, through the introduction of access changes on a number of streets and the expansion of pedestrian areas and improved crossing areas in High Street. The overall response to the proposals was positive. The improvements in the environment were generally welcomed, and reallocation of space was viewed as a positive improvement for pedestrians and those waiting for public transport In parallel work is being undertaken on the procurement of the scheme in order to be able to progress bids for Conditional and Full Approval in March 2010 with the aim that construction will start later this year. The project will deliver: A reduction in number of cars entering the City by 1.5 million a year; A reduction of 5 million kilometres in car travel undertaken within the city each year; An increase in public transport journeys by 2.2 million per annum; Savings of 1,500, 10.9 and 2.1 tonnes of CO 2, CO and NOx respectively per annum. 100

101 Ashton Vale to Temple Meads Rapid Transit GBSTS recommended a package of measures to support the sustainable growth of the sub-region. One of these is the development of a Rapid Transit Network (see Figure 11.1) with the aim being to provide high quality alternatives to the private car GBSTS identified that this network should: Extend choice of transport modes for all, in particular for private car drivers, to encourage a shift to public transport; Promote sustainable development by providing high quality public transport links; Improve access to public transport for areas that currently have poor provision; Improve integration of the public transport network; Promote social inclusion by improving access to employment, retail, community, leisure and educational facilities; Improve safety along the corridors by reducing use of private cars GBSTS sets out the plan for the development of a Rapid Transit Network. It identified corridors in the network which were identified in the Joint Local Transport Plan (JLTP) 2006 to 2011 and prioritised through the RFA process Building on the Bus Rapid Transit elements of the Bath Package, the Ashton Vale to Temple Meads and Bristol City Centre rapid transit will provide a fast, frequent and reliable public transport service (see Figure 11.5). Services will run on a largely segregated route, separate from car traffic, and will be given priority over other road users at traffic signals. There will be a set of core services running frequently from Long Ashton Park and Ride to Bristol Temple Meads and on to Cabot Circus, Broadmead and the Centre (running in an anti-clockwise loop around the city). Additional services will make use of the Rapid Transit alignment to provide faster journey times and improved reliability for services to North Somerset (Weston-super- Mare, Clevedon and Nailsea). Rapid transit will provide a high quality passenger experience ticket machines at stops, user-friendly electronic information displays, high quality stop design and safe and secure access to stops The route between the Museum of Bristol and Long Ashton Park and Ride will include a parallel cycling and pedestrian route linking in to existing networks thereby providing a further sustainable transport option. 101

102 Figure 11.5: Ashton Vale to Bristol Temple Meads Services will be run using modern, accessible, comfortable, lowemission vehicles that provide the quality and feel of a high quality metro style system. The vehicles would offer considerable environmental improvements with lower noise levels, fewer greenhouse gas emissions and less harmful local pollutants. Access to the rapid transit route will be open to operators meeting quality thresholds which will govern vehicle and service standards A bid for the Ashton Vale to Temple Meads via Bristol City Centre Rapid Transit scheme was made to Government in March A decision on the bid is awaited. The authorities have been continuing to progress the necessary powers to build and operate the scheme through a Transport and Works Act Order (TWAO), and to undertake other tasks to support the commencement of construction at the end of 2011 and operation in Weston Package Phase The objectives of the Weston Package (see Figure 11.6) are to: Improve the highway access between the M5 motorway and Weston to reduce congestion; Relieve congestion on the A370 corridor in Weston; Provide improvements to local access, safety, public transport, walking and cycling; and Improve access between regeneration areas and other residential areas of the town. 102

103 A bid for this scheme was submitted to DfT in April Due to the impact of the recession on development in Weston, the submitted bid is seeking Programme Entry for the scheme components contained in the Low Cost Option, namely: M5 Junction 21 Improvements - to improve journey time reliability and safety for both Weston and strategic traffic; Gateway Area Improvements on the A370; A transport interchange at Worle station including - a new 320 space car park, - bus interchange on both sides of the station, - extended and/or new bus services to the station, - measures to improve bus service reliability (bus priority measures along Elmham Way and a new bus only link to Queensway), - improved facilities for cyclists and pedestrians. Figure 11.6: Weston Transport Package Phase A decision on the bid is awaited, such that the scheme can progress in line with the intended programme, for construction start in The Weston Package is piloting a new approach (termed decoupling ) whereby certain elements of a scheme are brought forward in advance of other components which are reliant upon funding through development. Through the MAA we are seeking a broadening of this decoupling approach to assist in bringing forward elements of package schemes earlier The remaining components in the Weston Package Phase 1 Preferred Scheme, namely the Airfield Bridge Link and the Cross Airfield Link are reliant on developer contributions, which are delayed 103

104 due to the impact of the recession. When the necessary third party funding is secured, a timescale will be set out to progress the Airfield Bridge and Cross Airfield Links. South Bristol Link The objectives of the South Bristol Link (SBL) are to: Facilitate regeneration and growth in South Bristol; Reduce congestion in South Bristol and adjacent areas of North Somerset; Improve accessibility from South Bristol to the city centre and to strategic transport links, including the trunk road network and Bristol International Airport (BIA) Building on GBSTS, development work on the South Bristol Link has included the assessment of a wide range of options to link the A370 near Long Ashton Park & Ride to the A4174 Hartcliffe roundabout a distance of approximately 3 miles. This process has been informed by several periods of public consultation, in particular on the short listed options (November - March 2009) and the preferred option (November - December 2009) The preferred scheme consultation included distribution of over 6,000 postcards to households in affected areas, notices to local press and other media, and printing of 3,000 pamphlets and questionnaires distributed via local libraries, community centres and at three public exhibitions This process identified a preferred scheme (shown in Figure 11.7) which best meets the schemes objectives and other DfT criteria. The scheme combines road and Rapid Transit, with adjacent segregated pedestrian and cycle route, on an alignment close to and within the existing urban area which has been reserved for many years. The Rapid Transit elements of the scheme would be fully integrated with those for the Ashton Vale to Temple Meads and North Fringe to Hengrove routes, and be procured on a similar basis to that being pioneered by the Ashton Vale project A bid for Programme Entry for the SBL was submitted to Government in March It is planned to obtain the necessary statutory powers to implement the scheme in the period to 2014 to enable construction to start in 2015 and be completed in

105 Figure 11.7: South Bristol Link North Fringe to Hengrove Package The North Fringe to Hengrove Package is composed of a set of interrelated transport schemes building on the findings of GBSTS and the Joint Local Transport Plan. It includes Rapid Transit routes to the North Fringe, Hengrove and Emerson s Green, a Park and Ride site alongside the M32 and the Stoke Gifford Transport Link (see Figure 11.8). The Package is designed to facilitate a significant shift from the private car onto more sustainable modes to tackle congestion, improve air quality, facilitate sustainable development and meet national, regional and local goals and objectives for economic development, health, accessibility and quality of life. The main features of the package are: A Rapid Transit route between the North Fringe and Hengrove via the M32 and the city centre, serving The Mall at Cribbs Causeway, Aztec West, Bradley Stoke, the proposed development at Harry Stoke, University of the West of England (UWE), Bedminster and Hengrove Park; A Rapid Transit route to Emerson s Green via the A4174 Avon Ring Road serving the proposed Science Park (`SPark ) and major housing development at Emerson s Green East (including 105

106 Figure 11.8: North Fringe to Hengrove Package Park and Ride), running via the A4174 and including additional priority lanes to deliver attractive journey times; The Stoke Gifford Transport Link, a new highway and Rapid Transit link connecting Great Stoke Way and the Avon Ring Road, with a new bridge over the London to Cardiff railway line near Parkway station, and linking with the proposed Harry Stoke development; New or enhanced walking and cycling infrastructure alongside the Rapid Transit routes where possible; A Park and Ride site of up to 1,500 spaces on the current Stapleton Smallholdings site alongside the M32, accessed by a 106