Temple Circus Consultation. Consultation Capture Report

Transcription

1 Temple Circus Consultation Consultation Capture Report February 2017

2 Contents Introduction... 2 Background to the scheme... 2 Wider context... 2 Methodology... 4 Consultation materials... 4 Leaflet... 4 Outdoor exhibition panels... 5 Two exhibitions... 5 Drop-in staffed events... 6 Equalities meeting... 7 Getting the message out... 7 Postcard to catchment area... 7 Media release... 8 Media launch to stakeholders... 8 Social media... 8 Web presence... 8 Feedback form... 9 Stakeholder liaison Summary of responses to the public consultation

3 Introduction This capture report describes the approach taken to engage and consult with people and organisations over proposals for the reconfiguration of Temple Gate, including the Temple Circus Gyratory. It also includes the results of the consultation, the council s responses to the main themes that emerged and the ways in which the scheme has since been developed. It outlines the final scheme, including how it fits within the context of other committed improvements in the area and the key ways in which it has changed since being consulted on. Background to the scheme Creating a first class welcome to Bristol around Temple Meads has been a long held aspiration of Bristol City Council. It is widely acknowledged that the current situation at Temple Gate falls short of this, being characterised by: Protracted crossings for pedestrians and cyclists; A poor arrival experience for people using Bristol Temple Meads and visiting the city; An isolated island site with some buildings of historic value that have little prospect of regeneration; Being highway dominated with poor accessibility for non-motorised users and poor quality spaces; A roundabout, Temple Circus Gyratory, which is difficult to navigate and involves passing through multiple crossings; Poor permeability - the predominance of the highway and priority to vehicular traffic makes the area difficult and time-consuming to pass through for drivers, pedestrians, cyclists and public transport. The current area needs to be reconfigured to maximise the possibilities offered by the Temple Quarter Enterprise Zone, including the Bristol Arena. The council s proposals for Temple Gate aim to tackle some of the issues above and include: A more direct road layout and changes to access; More direct pedestrian and cycle routes; Better public transport facilities and accommodation for the MetroBus; Spaces for new buildings and a public square. Wider context The Temple Gate scheme forms part of a wider program of transport, infrastructure and access improvements in the area. Taken together, these improvements will help enhance the connectivity of the Enterprise Zone with the wider city, and will help create a first-class arrival experience for those coming in to Temple Meads station. Some of these improvements are part of the Bristol Arena project and some are funded by the Revolving Infrastructure Fund (RIF), a 21 million programme of road, cycle and pedestrian route improvements across the zone. 2

4 The various aspects of these schemes are illustrated on the plan below. 3

5 Improvements that will result from the Bristol Arena project include: A Homes and Communities Agency funded bridge from Cattle Market Road to Arena Island, which will form the primary access route to the arena; A stepped access and walkway from the A4 Bath Road to the public plaza in front of the Bristol Arena, which will provide a new route from South Bristol to the arena and through to Cattle Market Road. Improvements as part of the RIF programme include: A new pedestrian and cycle bridge from Albert Road to Arena Island, with integrated lighting to provide a safe and attractive route after dark; Improvements to the public realm and landscaping on Cattle Market Road, with a segregated cycle path and new pedestrian walkway. Cattle Market Road will also be eastbound only when it reopens, which will improve the flow of traffic at the Bath Bridge junction. A floating pontoon walkway for pedestrians and cyclists from Temple Quay towards the arena site; Improved wayfinding from primary transport hubs to the Enterprise Zone. Methodology A formal public consultation took place from 12 th January to 18 th February Extensive engagement with stakeholders preceded this, and has continued in the period since the public consultation closed. The objectives of the consultation and accompanying communications and engagement activities were to: Collect feedback to refine the proposals; Publicise the council s proposals for the area in an easy-to-understand way; Engage with citizens and businesses located near to Temple Gate; Provide a range of convenient ways for people to get involved and give their feedback; As a scheme affecting the whole of the city, to provide opportunities for any interested parties to get involved; To engage with stakeholders, including statutory stakeholders. Consultation materials Leaflet A key part of the consultation process was the production and dissemination of a leaflet that explained the proposals and the predicted impact they would have on different transport modes. 2,000 of these leaflets were printed and distributed in the following ways: Handed out to pedestrians and cyclists using the area on a range of days at varying times; Hand delivered to local businesses; Available at the exhibitions (see below); Available at specialist stakeholder meetings (see below); 4

6 A copy of the consultation leaflet is included as Appendix A to this report. Outdoor exhibition panels Two exhibition panels were mounted in positions to maximise the number of pedestrians and cyclists who would see them. The chosen locations were Portwall Lane (along Brunel Way) and Temple Gate (opposite the pedestrian crossing). The exhibition panels helped to direct people to the exhibition venues, explained the proposals and promoted online engagement. Figure 1: The exhibition panel on Brunel Mile Two exhibitions The council selected two accessible venues adjacent to Temple Gate to host two drop-in exhibitions: 13 th January to 30 th January 2015: The Engine Shed, Station Approach 2 nd February to 18 th February 2015: Customer Service Point, 100 Temple Street The exhibition at the Engine Shed included 2 videos shown on a loop: Temple Gate - what do people think of the area today? Temple Gate - proposals 5

7 There were also 6 exhibition panels that explained the proposals and encouraged feedback. Leaflets and paper feedback forms were also available at the exhibitions. Figure 2: The exhibition at The Engine Shed Figure 3: The exhibition at 100 Temple Street Drop-in staffed events The team hosted two drop-in events on Tuesday 13 th and Wednesday 21 st January Members of the project team were on hand to help explain the proposals, listen to the views of attendees and answer their questions. Both drop-in events were held at The Engine Shed from 4pm to 8pm. Date of drop-in event No. of attendees Tuesday 13 th January Wednesday 21 st January

8 Figure 4: Consultees viewing the exhibition at the Engine Shed Equalities meeting In addition to the staffed events, the project team also organised a dedicated equalities session on 17 th February 2015 from 14:30 to 17:00. This event was promoted by the council s Equalities Team via their distribution lists. These included: Bristol Physical Access Chain Action for Blind People Age UK Women s Issues Network Disability groups Several members attended the meeting, and in-depth discussions occurred about the proposals particularly regarding how the design could work better for visually impaired and disabled people. The main theme that emerged from this meeting was the challenge of providing footway space for both pedestrians and cyclists, with attendees stating a preference for segregated routes to be provided with the delineation as clear as possible. Getting the message out As a major consultation on an important development scheme in Bristol, a comprehensive communications and engagement approach was taken. This included: Postcard to catchment area In early January 2015 in advance of the consultation, the council sent a promotional postcard to 6,558 residential and businesses addresses within a catchment area of 500m around the Temple Gate area. This was extended to include complete streets and residential areas. A copy of the postcard is included as Appendix B to this report. 7

9 Media release A media release was published on 12 th January It was disseminated to a comprehensive list of 75 media contacts by the council s Public Relations Team. The release and associated publicity succeeded in securing coverage across print and online media. Media launch A media launch was held at The Engine Shed on Monday 12 th January 2015 at which the project team presented the proposals following an introduction by the Assistant Mayor for Place. Following the media release and the media launch, articles were published in The Bristol Post and on Bristol247 s online news site. Reports were also included in news bulletins produced by BBC Points West and ITV. to stakeholders The council used its Enterprise Zone stakeholder database to send an to 293 stakeholders at the start of the consultation. The list included: Statutory stakeholders; Local businesses; Campaigning organisations; Business community groups; Politicians; Neighbourhood groups; and Transport user groups. Social media To support the launch of the proposals, extensive use was made of the council s Twitter account (@BristolCouncil), the ASK Bristol account (@ASKBristol) and the Temple Quarter account (@BTQEZ). These accounts were used throughout the consultation period in order to stimulate interest and publicise the multiple ways of getting involved. The details of the exhibitions and drop-in events were tweeted during the consultation period, and the proposals were also communicated on the ASK Bristol Facebook page. Web presence A dedicated webpage was created at The website was optimised so that it worked on mobile devices and smartphones as people passing through Temple Gate were a key audience for engagement. The splashdown page attracted 6,949 visits (in the period to 29 th March 2015) and 5,501 unique page views. The public exhibition materials were uploaded to You Tube with the following views (to 29 March 2015): Temple Gate - what do people think of the area today? views Temple Gate - proposals views 8

10 Figure 5: Screenshot of the website Feedback form An online feedback form was produced, through which the vast majority of responses to the consultation were submitted. A paper feedback form was also made available at the exhibitions, events, the Central Library and upon request through the consultation helpline number. In total, 998 responses were received via both methods combined. Posters and a large promotional feedback cube were also displayed in the Central Library to promote the consultation alongside the leaflets and feedback forms. Figure 6: Screenshot of the online consultation 9

11 Stakeholder liaison The Project Manager engaged primary stakeholders through a range of methods, including: Councillor briefings; Face-to-face meetings; Additional stakeholder meetings. Several of these stakeholders responded as an organisation to the consultation, and their comments, alongside responses from the project team, are summarised in the following table: Stakeholder & main points raised Jan Jones, Bristol Community Transport Further entrance / exits would be useful to access Temple Meads Lane sizes for cars & buses should not be reduced Cattle Market Road should be left open in both directions. Not doing so will cause more congestion elsewhere. Stressed the importance of seating areas for members of the public and disabled users A transport hub would also be a good idea, and should be run by a social enterprise such as CT Plus & BCT, part of the HCT Group Joint Local Access Forum Comprehensive redevelopment of this kind is a golden opportunity to ensure that walking routes are direct; as far as possible unimpeded by roads; attractive with pleasant surroundings; wellsignposted; provided with nearby public lavatories; and safe, being reasonably well-lit at night. Stressed that the real challenge in urban routes is ensuring that walking is a pleasant experience. In particular, land should not be lost to building along the main pedestrian routes; ideally, these routes Project team response We are working collaboratively with Network Rail to develop a solution that meets the requirements of all users. The lane sizes will be compliant with the Design Manual for Roads and Bridges (DMRB). Traffic modelling has been carried out to analyse the changes to Cattle Market Road. The eastbound only option is expected to significantly improve operating conditions at Bath Bridges roundabout. There will be an increase in traffic volumes at Totterdown Bridge but the benefits of the changes to Bath Bridges and improved network performance are considered to outweigh these increases. We consider that these issues are outweighed by the overall improvements to journey time reliability and other transport modes, such as walking and cycling. We note the comment about seating and this level of detail will be considered in the next stage of the design process. We are looking into options for providing new facilities for buses around the station and the opportunity to offer space for new services to improve connectivity to the station from the rest of the region. However this work needs to be aligned with the other work being completed by the Homes & Community Agency and Network Rail. We are grateful for the comments and will work to meet the points raised. We will ensure that space for walking and cycling routes are not impeded by the provision of land for buildings. 10

12 should have a linear park atmosphere, with trees, shrubs and grass planting, and possibly a few public sculptures or memorials. Other considerations highlighted were: the provision of cycle routes segregated from the footpath, the reservation of a few premises along routes for convenience shops (for casual purchases of newspapers, confectionery, milk and bread &c), wheelchair-friendly facilities seating (for picnics or simply resting en route) the need to avoid air pollution by vehicle exhausts Routes designed to be open all night, not closed at the end of the working day as shopping malls often are. St Mary Redcliffe Church The new road layout should reduce the amount of time that vehicles spend waiting at the junction and as such should reduce vehicle emissions and improve air quality. This will be confirmed though an Air Quality Assessment which will be undertaken through the next stage of the design process. Wherever possible we will ensure that the new pedestrian and cycling routes remain in the public realm, not private ownership and ground floor use of buildings will be encouraged through the planning process. Generally positive feedback, particularly commending the opening up of the view of St Mary Redcliffe Church. Concerns raised about bus stop positions: those at the south end of Redcliffe Hill and towards the east end of Redcliffe Way. Stops not seen as being in the right places for those wanting to use Temple Meads nor those wishing to visit St Mary Redcliffe Church. Would like to see a new route linking Temple Street (via what was called on the plan 'new public square' and crossing Redcliffe Way) and Redcliffe Mead Lane. If it was solely for pedestrians & cyclists it would enhance north-south flow across Redcliffe and the city centre. If it was also for local car traffic, it would also relieve traffic on Temple Way. Desire for a right turn into Redcliffe Way from Temple Gate. Bryan G Hall, Consulting Civil and Transportation Planning Engineers The implied large irregular building to the north of Bus stop locations need to be balanced with the needs of users accessing the train station. Unfortunately the effect on distances to elderly and disabled users would be too great to justify moving the stops any closer to the church. However, in the new design we have created a new bus stop area for the MetroBus that is significantly closer to the station and is in direct line of sight of the proposed new entrance to Temple Meads via the Friary. Our new plan details how we have moved the northbound services bus stop on Temple Gate to Redcliffe Way and to a new stop on Victoria Street. Southbound bus services serving the Wells Road and Bath Road routes will be consolidated onto a new extended new bus stop situated at the end of the station approach ramp junction on Temple Gate. A pedestrian and cycle route will be provided between Portwall Lane East and Temple Street. However, it will not be available for use by cars. It will not be possible to provide a right hand turn lane onto Redcliffe Way. This has unacceptable knock-on impacts to network performance and journey times. There are currently no fixed plans for the provision 11

13 the new public square appears to have underground car park access from Temple Street. This is undesirable as it will have a negative impact on the high quality pedestrian realm between the front doors of BCC building and Aspire along Temple Street, and cause queuing of traffic accessing the underground car park. If an underground car park is required for the implied building it should not be accessed via the proposed high quality pedestrian realm of Temple Street. Welcomed the proposals for a high quality new public square to the south of Aspire and a high quality pedestrian realm between the front doors of BCC building and Aspire along Temple Street. Requested more detail on these, in the form of a thorough urban design analysis and masterplan. Interested in interim / temporary uses for the vacant space before development happens. Stressed the need for interim proposals to be civic, attractive, robust, safe, and enjoyable. Proposals for Plot 6 may have a significant impact on the proposals for Temple Gateway; when will the proposals for Plot 6 be available for consideration as part of the necessary urban design analysis and masterplan which will need to be undertaken? Need for the new public square to be subject to a full urban design analysis and masterplan which would determine the form and disposition of any buildings around it; request for methodology and timetable for this, and for consultation plans, inclusive of traffic regulation orders, traffic modelling, junction phasing arrangements and detailed design details of the works. Additional concern about construction phasing and restrictions affecting their property. South West Transport Network The MetroBus bus stop is too far away from the main station platforms. Not enough bus lanes on Temple Way or Temple Gate and there is inadequate interchange for city bus services to the city centre, bus station, Stockwood, Brislington, Bath and Wells, Glastonbury and Street. There is a need to separate out pedestrians and cyclists, especially rail passengers with luggage and those who are mobility impaired. of an underground car park in this area. This would form part of the Planning Application for this space and is not an issue dictated by or in the scope of this project. The temporary use of the area mentioned is outside of the scope of this project but there is an aspiration to encourage temporary use of spaces within the Enterprise Zone. Bristol City Council has now developed a Spatial Framework for this area, which will guide and shape how Bristol Temple Quarter could look. This Spatial Framework has been produced by Bristol City Council working in close partnership with the Homes & Communities Agency and Network Rail as part of its simplified planning measures to help develop the zone and give greater certainty of outcome for developers. We will consult and inform affected stakeholders as soon as possible after the design has been progressed to a sufficient stage to understand the necessary construction process. In the new design we have created a new bus stop area for the MetroBus, which is significantly closer to the station and is in direct line of sight of the proposed new entrance to Temple Meads via the Friary. We have examined the options to bring the MetroBus stop closer still, utilising space on the Friary. However, crossing the southbound carriageway adds significant time to the bus s schedule which compromises the schedule s ability to make time savings for passengers. This would also be likely to adversely impact the network. We have been looking into options and their implications of providing greater pedestrian and cyclist segregation. We have re-examined the designs and have incorporated segregated space wherever possible. For example, this will include a 12

14 5m wide segregated space for the routes heading northwards from the Engine Shed on both the east and west sides of the new highway alignment. The Brunel Mile will involves a new 9m wide delineated route heading from the new main crossing on Temple Gate towards the Portwall Lane shared space. We will use a pallete of different materials to delineate the space for pedestrians and the space for cyclists. There is a need for integration with plans of Network Rail, including for bus interchange on the Friary and at Temple Gate. The MetroBus service currently fails to connect with MetroWest rail services. The distances are too far for disabled people to interchange modes. There should be a taxi and bus interchange connecting to the new station entrance, car park for rail passengers and should not be a general passenger drop off point and should allow buses to come into Temple Gate East along the friary i.e. 70, 71 and Airbus 8&9. The council is looking into options for making alterations to the interchange between bus and rail. However, this work needs to be consistent with the station Masterplanning work that Network Rail is undertaking. Options of this type will also be subject to input from the Homes & Community Agency who own Plot 3 and part of Plot 6, key sites on the northern side of Temple Meads rail station. There should be more bus lanes, waiting shelter and protection of the George and Railway and Grosvenor Hotel Guide Dogs UK Concerned that delineation between foot and cycle ways will not be clear to blind people. Concerned that the lack of kerbs and level, shared space is very disorientating and unsafe for blind travellers. Clear tactile and colour contrasting boundaries between pavement and cycle lanes, pavement and road space should be used Wide open spaces with unpredictably spaced street furniture are a problem for blind travellers. MetroBus stop is too far from Temple Meads and A new northbound bus only lane is provided in the new plan which continues up through Temple Way to Old Market. New bus shelters will be provided as part of the relocation of bus stops around Temple Gate. The George and Railway is a Grade II listed building is to be retained under these new transport proposals. We have re-examined the designs and have incorporated segregated space wherever possible. For example, this will include a 5m wide segregated space for the routes heading northwards from the Engine Shed on both the east and west sides of the new highway alignment. The Brunel Mile will involve a new 9m wide delineated route heading from the new main crossing on Temple Gate towards the Portwall Lane shared space. We will use a pallete of different materials to delineate the space for pedestrians and the space for cyclists. In a number of key locations we will move obstructions that create unnecessary delay and frustration to a number of user types. For example, we have worked to find new locations for bus stops at the end of Station Approach; currently people waiting and alighting at these stops can obstruct the footways. In the new design we have created a new bus stop 13

15 the route to travel between the two is difficult for blind and partially sighted travellers, requiring them to learn and practice it rather than being able to find their way. Sustrans area for the MetroBus that is significantly closer to the station and is in direct line of sight of the proposed new entrance to Temple Meads via the Friary. We have examined the options to bring the MetroBus stop closer still, utilising space on the Friary. However, crossing the south bound carriageway adds significant time to the bus s schedule which compromises the schedule s ability to make time savings for passengers. This would also be likely to adversely impact the network. General comments Pleased to see the new cycle routes and the commitment to highly accessible pedestrian access. In particular, the improved bus stops, proposals for extending the Brunel Mile with a single-stage crossing, the improved route along Cattle Market Road and, in principle, new access either side of Temple Gate are welcomed. The proposals need to go further in future-proofing the location for the growth in use associated with the arena, the station and sustainable modes in general. In particular: Increased pedestrian and cycle movement to both station entrances are accommodated by path and crossing widths with good capacity and no pinch points. That improved crossings and an additional crossing are needed to satisfactorily accommodate the flow of pedestrians across Temple Gate. That cycle trips can be encouraged and made safer by providing segregated cycle links through the area. That no new vehicle access is provided along Isambard Walk to the detriment of a very successful public space and pedestrian/cycle corridor. The proposals seek to balance the need to significantly improve walking and cycling provision and improved public transport interchange in the Temple Gate area with the need to accommodate the same levels of general motorised traffic passing through the Temple Circus area. Space for users of all types is limited and constrained by various factors including protected historic buildings, private land own and undeveloped plots of land. Despite these constraints, the proposals do seek to futureproof future growth in the Temple Gate and Temple Quarter area, and have been developed within the context of the Bristol Temple Quarter Spatial Framework, which sets out how the Temple Quarter Enterprise Zone could become a thriving new city quarter over 25 years. Path widths will maximise pedestrian and cycling capacity within the constraints of the existing and future built environment and the need to accommodate the same levels of vehicular traffic. Increased path widths will be provided on Bath Road from Mead Street to York Road, the junction of Bath Road and Clarence Road and on Cattle Market Road. Further improvements include widening of the western footway on the approach to Temple Gate from Bath Bridges and provision of a new toucan crossing of Temple Gate at its southern end that will improve connectivity with Cattle Market Road and the Arena. The improved Brunel Mile will incorporate a single stage crossing over the realigned Temple Gate, and the existing staggered pedestrian crossing on Temple Gate to the north of Station Approach will be improved. 14

16 We have re-examined the designs and have incorporated segregated space wherever possible, notably on the extension to the Brunel Mile, Temple Gate, Cattle Market Road and on the Bath Road approaches into the Bath Bridges Junction with York Road and Clarence Road. Proposals for Cattle Market Road (as part of the Temple Greenways project) include a segregated 3.5m wide cycle link on the north side of Cattle Market Road. It was stated that the roads have been designed to accommodate the same volume of traffic. Presumably if the junction is simplified, and the number of lanes provided remains the same, the road can accommodate an increased volume of traffic. There is an opportunity to look at how the road widths can be reduced to benefit pedestrian and cycle flows. Provision for cycling in all instances must be made that anticipates and accommodates an increase to 20% of commuting journeys by 2020 as set out in the now published Bristol Cycling Strategy. Pedestrian and cycle access along the north side of Temple Gate to and from Cattle Market Road is one of the biggest concerns we have about the proposals. The plans provided do not show how the increased flow of cyclists and pedestrians to and from the arena can be accommodated. Since the location is not currently shared-use it must also be assumed that the location will attract a larger volume of commuter cycle-movements. There is a significant risk of conflict, particularly in the area of the proposed bus shelter, unless the available width for pedestrians and cyclists is maximised and segregated. Modelling of the proposed highway arrangements suggests that traffic volumes will remain as current and journey times are broadly similar. It is considered that reducing road widths further would reduce vehicular traffic capacity leading to severe congestion and associated adverse environmental and economic impacts. We can confirm that the work to Cattle Market Road (as part of the Temple Greenways project) will provide a segregated cycle path. The proposed enhanced cycle route on Cattle Market Rd is welcomed but it must be segregated given the increase flows associated with the proposed arena. Recognize that the station approach lies outside the highway boundary and scope of the proposals but it such a key area for pedestrian and cycle movements that the opportunity should be taken to review this even if it is for delivery in a separate phase. The proposals need to consider how to maximise cycle safety between the station entrance and Temple Gate, where there are many conflicting vehicle movements. Comments noted for future work. 15

17 There is no crossing provision on the south east side of the junction of Temple Gate and the station approach. The consequence is that pedestrians travelling between the station or arena and the bus stop on the south side of Temple Gate have to make four separate crossing movements. This is an inadequate level of provision in a busy location. The north side of Temple Gate between the station approach and The Friary was also an area of concern. The arena, MetroBus and the absence of any existing cycle provision suggest that this location will see a large increase of pedestrian and cycle traffic but it is not apparent how this is accommodated. There is a clear need for a segregated cycle route here. Recommendation to provide a single stage crossing of Temple Gate at the junction with Station Approach. Welcomed proposed single stage crossing on the Brunel Mile. Advised that there should be careful consideration of the capacity and layout of the crossing approaches. Recommend that Brunel Mile should become a segregated cycle facility. To the east of the new crossing cyclists going to/from Temple Quay and the rear of the station will be directed onto a new facility on the north side of The Friary. This means that cyclists travelling to/from the rear of the station have to cross The Friary twice, a less safe and less legible route, especially considering the proposed changes to traffic circulation here. Suggest that a route along the south side of The Friary would make more sense. Acute concern about the proposal to increase the traffic using Temple Back East and The Friary to facilitate a new station drop off and taxi rank. This introduces general traffic into what is currently a pedestrianized space along Isambard Walk, a fundamental change to the character of a successful addition to Bristol public space and will be to the detriment of pedestrian and cycle trips. Recommend providing a high quality pedestrian and cycle link along Temple Back East to access Temple Meads The improved Brunel Mile will incorporate a single stage crossing over Temple Gate, and the existing staggered pedestrian crossing on Temple Gate to the north of Station Approach will be improved. A Toucan crossing will be provided on the western (northbound) side of Temple Gate immediately north of the Bath Bridges Gyratory to provide improved access to Cattle Market Road. The ability to provide segregated cycle infrastructure on the eastern side of the Temple Gate carriageway is severely limited. This is due to the costs associated with the knock on impacts to the road layout that would be required; there are services relating to utilities that run through this area that would be prohibitively expensive to relocate. However, rationalisation of bus stops on the eastern side of Temple Gate will reduce conflict with people waiting to alight buses and create more space for pedestrians and cyclists. It is not possible to create a single stage crossing at this location without adversely affecting highway capacity for vehicular traffic. The Brunel Mile crossing is becoming single-stage and the overall number of crossing stages in the Temple Gate area will be reduced saving time for pedestrians and cyclists. The Brunel Mile will involve a new 9m wide (5m for pedestrians and 4m for cyclists) segregated route heading from the new main crossing on Temple Gate towards the Portwall Lane shared space. We will use a pallete of different materials to delineate the space for pedestrians and the space for cyclists. The route along the north side of the Friary is intended to ultimately be superseded by a more direct path between the Brunel Mile Single Stage crossing and a future new northern entrance of Temple Meads station through Plot 6. A future direct route of this type will be dependent on Plot 6 being developed. In the short term, a cycle route along the southern side of Friary will be promoted. The taxi rank will be remaining on Station Approach for both pick-ups and drop-offs so this will limit the amount of traffic generated on Temple Back East and Isambard Walk. Vehicular access to Isambard Walk needs to be facilitated in order to provide access to the hotel proposed for Plot 3. The scheme design will seek to minimise the space lost to pedestrians and cyclists and minimise conflict between vehicular and non-vehicular users. 16

18 from the north. Cycle parking at the eastern end of The Friary is frequently near capacity. Recommend an increase in the quantity of spaces here in anticipation of increased cycle trips. The barriers located in the south side of Valentine s Bridge obstruct pedestrian/cycle flows and create conflict. The drawings show partial on-carriageway provision on the west side of Temple Way to accommodate a bus lane. The west side of Temple Way is a key corridor and continuous segregated provision is appropriate and necessary. Bristol Civic Society General support for the principle of the changes to the road network. Have concerns about the detailed design of the highway, the integration of surrounding development, the lack of provision for improved bus based public transport, the approach to landscape and green space Comment noted and will be incorporated into detailed design stage of the scheme. The management of this bridge is beyond the remit if this study and outside the control of Bristol City Council. However, these comments will be passed on to the owners and managers of the bridge GVA. Cyclists will be accommodated in the bus lane. Unfortunately there is insufficient space to provide both a bus lane and a segregated cycle path. We are pleased that the society generally supports the principle of the changes to the road network. One of the key objectives of the project is to deliver improvements to transport and the public realm without reducing the capacity of the highway network or increasing journey times in the Temple Gateway area. To achieve this, most of the existing highway space has to be retained in order to maintain general traffic capacity and this has precluded the addition of a large green space. Space for a new public square is created for the area where Redcliffe Way links up with Temple Circus under the current highway arrangements. The Temple Gateway scheme includes improved bus stop facilities increasing bus priority measures and stops including a new MetroBus stop much closer to the station. The simplified highway network, new single stage crossing, and enhanced Brunel Mile, will act to make the Temple Gate highway less of a barrier to non-motorized users and help integrate and enable surrounding regeneration. The proposals have been drawn up within the context of the Bristol Temple Quarter Enterprise Zone Spatial Framework which sets out how the EZ could become a thriving new city district over the next 25years. Keen for highway changes to be implemented in a manner that ensures great placemaking. In order to make sure that the route from Temple Meads and its surroundings to and from Redcliffe and central Bristol attractive for pedestrians, it is critical that varied retail, catering, recreational and other activities are available at ground level in adjacent buildings and, where appropriate, in open spaces. Frustration at being unable to place the current We agree that strong placemaking should be a requirement of the implementation of highway changes. Securing retail businesses is beyond the scope of the Temple Gateway project, but forthcoming neighbouring schemes and projects are expected to deliver retail development. The Temple Gateway scheme has been informed by 17

19 proposals within a holistic vision of the surrounding areas of change and that the specific proposals by Network Rail and HCA for Temple Meads Station and Plots 3 & 6 should not be considered consequential, but rather integral to the access intentions of the current proposals. The length of road between the junctions with Redcliffe Way and Victoria Street is critical to the success of future management and provision of improved public transport interchange facilities at the Station. In a future development, Network Rail will build a new north entrance to the Station to be the principal pedestrian entrance. Pedestrian and cycle traffic will continue to increase, substantially. This length of road between the junctions with Redcliffe Way and Victoria Street should contain the bus stops for buses that pass the Station. Further comments were: There is more pavement space on west side of the length of road between the junctions with Redcliffe Way and Victoria Street than there is for the current bus shelters in Bath Road at the bottom of Station Approach. Siting the bus stops in the length of road between the junctions with Redcliffe Way and Victoria Street would go far to solve the problem of the awkward crossing in the Bath Road to the bus stop at the bottom of Station Approach. The new one stage crossing would be close to the bus stops. By moving the bus stop from Bath Road opposite the Station Approach, it would remove the main obstacle to providing a segregated cycleway along that stretch of road. The use of the length of road between the junctions with Redcliffe Way and Victoria Street would be a step towards the creation of a larger public transport interchange facility at a later stage in the redevelopment of the area. The south and east bound bus turn offs could be in the Station yard. There is space for a bus turn off on the Grosvenor Hotel side. The configuration of length of road between the junctions with Redcliffe Way and Victoria Street should signal to drivers entering the city that they have moved away from an arterial road and have entered the city centre, which has pedestrian and cycling priorities. Concern about how future buildings will address the highways and their coordination to ensure that there is no no-man s land left over after redevelopment. The current plan proposals for surrounding areas and is aligned with the Bristol Temple Quarter Spatial Framework. This Spatial Framework is the non-statutory planning document that sets out how key urban design principles should be incorporated in new developments in the Temple Quarter Enterprise Zone. It is not a masterplan but is a material consideration in determining planning applications. The section of Temple Gate between Station Approach and Victoria Street is being improved. The revised scheme design includes relocation of bus stops in order to reduce vehicle congestion on the carriageway and to create space on the footways for improved pedestrian and cycle provision. The northbound Reckless Engineer Temple Gate bus stop will be moved northwards to a location on Temple Gate closer to the Brunel Mile with more direct route to the Temple Meads Station and into the Enterprise Zone. This will create space for a new segregated footway and 2-way cycle route on the western side of Temple Gate. Additional northbound stops will also be provided on Redcliffe Way and Victoria Street. The southbound Temple Gate bus stops will be rationalised, with the two bus stops situated north of the Station Approach junction relocated to a position alongside the southbound Temple Gate bus stop, south of the Station Approach junction. This will improve traffic flows on the Temple Gate southbound carriageway and improve vehicle access onto the Station Approach ramp. It will also free up footway space on the eastern footway of Temple Gate which will enable this section of footway to be designated shared use for pedestrian and cyclists. It is not possible to site the southbound Temple Gate bus stops on the section of Temple Gate between Station Approach and Victoria Street, as there is insufficient space to do this without reducing highway capacity. Under the revised scheme design the southbound carriageway will be reduced to two lanes for general traffic, so if buses were to stop in this section also the impact would be that the effective carriageway width for general traffic would be reduced further. The proposed siting south of the Station Approach junction for all southbound Temple Gate bus stops should allow traffic to flow freely and create space to provide a high quality shared use pedestrian and cycle facility on the eastern footway. The existing staggered crossing on Temple Gate will be improved and a new Toucan crossing will be provided on the western (northbound) side of Temple Gate immediately north of the Bath Bridges gyratory. This will provide improved access to Cattle 18

20 appears to leave a number of orphaned spaces around the Victoria Street Temple Way junction. There should be a tighter urban grain. To overcome developers reluctance to acquire former highway land the redevelopment planning brief should map all the underground services. Pointed out that the only public transport improvements the consultation proposed were the upgrade of two bus shelters and a different budget will pay for the AVTM stop. The MetroBus stop on Redcliff Hill 400 metres distant from the train platforms cannot be thought of as a transport hub The proposal is heavily orientated to provide access to the Station from the north and west. The Society would prefer the adoption of a circular one way access to the Friary, which Plot 6 could enlarge. There remains doubt whether Temple Back East has sufficient capacity: it needs widening between Valentine s Bridge and the new station entrance to ensure that the pedestrian route is not compromised. Frustration that there is no information about whether First Bus and the council have engaged to discuss altering the network of bus routes to improve the service to the Enterprise Zone. Several comments regarding the proposed gateway building. Concern regarding the uncertainty surrounding the future of sites surrounding the scheme. In particular, that there is no published high level master or strategic transport plan to support the Enterprise Zone and the station. Desire for these to be a sense of arrival around the area. Would have liked the consultation to indicate an aspiration for a bus interchange off the Friary, or at the bottom of the old station ramp. Not clear how the current proposals of the council, Network Rail and HCA for Temple Meads Station Market Road and to the newly consolidated southbound Temple Gate bus stops. The quality of the public realm will be significantly improved. A new public square is planned for the area between the Grosvenor Hotel and the KPMG building at 100 Temple Street. The fine detail on how this area will be landscaped will come at the detailed design stage. In the revised scheme design we have created a new bus stop area for the MetroBus which is significantly closer to the station and is in direct line of sight of the proposed new entrance to Temple Meads via the Friary. We have examined the options to bring the MetroBus stop closer still, utilising space on the Friary. However, crossing the south bound carriageway adds significant time to the bus s schedule which compromises the ability of the service to make time savings for passengers. This would also be likely to adversely impact the network. The relocation of three bus stops on Temple Gate will enable the bus stop infrastructure to be improved and access for pedestrians and cyclists to be improved also. In the revised scheme design, the Temple Meads rail station taxi rank will remain on Station Approach for both pick-ups and drop-offs. This will limit the amount of traffic generated on Temple Back East and Isambard Walk, although vehicular access to Isambard Walk needs to be facilitated in order to provide access to the hotel proposed for Plot 3. First Group have been consulted regarding the relocation of bus stops in the Temple Gate area. The building itself is not part of the scheme proposed, but these comments will be noted when a development on the site comes forward. It is acknowledged that there is significant uncertainty about the future of certain sites. However, the Temple Quarter Spatial Framework has now been adopted, and will provide greater clarity. Additionally, once Network Rail has completed their station master-planning work, there will be further certainty on the future of sites in and around the station. Bristol City Council acquired the former parcel sorting office building in June T The aspiration for the linear Plot 6 site is that it will incorporate the entrance to the new Temple Meads 19

21 and Plots 3 & 6 will form a coherent development. rail station with retail and food and drink facilities. There will be greater clarity regarding the future use of this site when the master-planning exercise being undertaken for the Temple Meads railway station by Network Rail has been completed. The consultation did not consider how the street system will cope with the burden of the growing footfall. Transport for Greater Bristol The plans retain the dysfunctional status quo bus stop locations. The intention to invest in an upgrade of these existing bus stops represents a considerable waste of money given their present inadequacy, when what is required is a recognisable and usable bus-rail, and bus-bus interchange. Concerned that Plot 6 and the Friary do not appear as part of the bus plans for Temple Meads. The lack of transparency on this is disappointing. The Spatial Framework has two companion documents, one of which is the Sustainable Urban Mobility Plan - a strategic transport plan that focusses on how a combination of infrastructure, policy and behavioural change measures will encourage sustainable travel to, and within, the Enterprise Zone. Improvements to the local pedestrian and cycle infrastructure will help meet the challenges of the forecast footfall growth. The rationalisation and relocation of bus stops on Temple Gate will create space on the Temple Gate footways for pedestrian and cycle improvements. Nearby, Cattle Market Road is being closed one-way to vehicular traffic, enabling a segregated pedestrian and cycle path to be provided. Other pedestrian and cycling improvements include widening of the western footway on the approach to Temple Gate from Bath Bridges, provision of a new Toucan crossing on Temple Gate at its southern end that will improve connectivity with Cattle Market Road and the arena, a new segregated cycleway from Mead Street to York Road, and further improvements for walking and cycling at the junction of Clarence Road with Bath Bridges Junction including increasing the space available on the islands. The enhanced Brunel Way and new single-stage crossing over Temple Gate will increase pedestrian and cycle capacity along this key pedestrian artery. Further pedestrian and cycle improvements will be made as development comes forward and vacant / derelict sites are unlocked. We believe that the proposed changes to bus and MetroBus stopping arrangements will enable further growth in bus use. Rationalisation and relocation of the Temple Gate bus stops will represent a more legible layout of bus stops and will allow more efficient flow of all vehicular traffic including buses. The MetroBus stop will be relocated to a position on Temple Gate closer to the Brunel Mile with more direct route to the Temple Meads Station These arrangements will also allow several pedestrian and cycle improvements to be made. Dialogue will be ongoing with First and other bus operators regarding the location of bus stop facilities. Under the proposed scheme highway layout the only bus services for which it would be 20

22 The group submitted an alternative vision, including making Station Approach an exclusively bus only interchange area and plot 6 a key transport interchange. Would specifically like to see co-ordinated access to the rail station, the Enterprise Zone and the arena, and to promote shared parking and access arrangements for the rail station and the arena. Effective bus service connectivity as well as the promotion of cycling and walking should be used to reduce the need for such car parking and hence lower traffic congestion and pollution. There is still no real dialogue with the public over public transport connectivity, other than the no change plan recently announced as part of the Temple Meads consultation, so groups such as the Civic Society, FoSBR and TfGB can only make statements that involve a degree of speculation. West of England Joint Scrutiny Committee Strong concern over the proposals for the redevelopment of Bristol Temple Meads station and new access arrangements. Chief concerns listed as: That the strategic importance of Temple Meads is not being recognised There is a disjointed approach and lack of overall vision. A transport plan should have been produced in advance of the arena planning application The vision for the transport system should go further in terms of promoting sustainable modes of travel connectivity and innovation Lack of consultation on what s happening at Bristol Temple Meads regarding Network Rail s Master Plan and Bristol City Council s Temple Gate proposals. Temple Gate access proposals are inadequate with poorly sited bus stops some distance from the station. Station Approach could be used for a new bus/rail interchange if Plot 6 cannot be utilised. Proposals need to join up with and share parking and access with the arena. What s happening with Plot 6? Are this area and the adjacent Friary going to be used for retail development thereby losing the opportunity for a bus/rail interchange? operationally efficient to serve Friary would be those that terminate at Temple Meads and currently serve Station Approach. Station Approach is envisaged to continue being the main access point for the station in at least the short term, so terminating bus services will continue to serve the bus stops on Station Approach. Under the revised scheme design the Taxi rank will also remain on Station Approach for both pick up and drop off purposes. There will be greater clarity regarding the future use of plot 6 when the master-planning exercise being undertaken for the Temple Meads railway station by Network Rail has been completed. The Bristol Temple Quarter Spatial Framework shows it incorporating the entrance to the new Temple Meads rail station with retail and food and drink facilities. The western end of the site will have opportunities for commercial development. Dialogue with the public over public transport connectivity has been most recently been achieved through the consultation for the Bristol Temple Quarter Spatial Framework. The draft framework was subject to a six week period of public consultation in March and April The Temple Gate project absolutely recognizes the strategic importance of Temple Meads. A first class welcome to the city via the station is a long held aspiration. This is one of the primary drivers of the project. The Temple Gate project has been designed to complement current highway and public realm improvements such as the changes to Cattle Market Road and the work to connect the Temple Gate area with Arena Island, and with subsequent developments in mind. The project has had to take account of the many vacant and derelict sites in the area that are yet to be developed, meaning that certain sites, including Plot 6 which is partly owned by Network Rail and partly owned by HCA, cannot be utilised at this stage. Yet the Temple Gate project is vital in improving the public realm and transport offer in the area in order to create more attractive conditions for the development of the various vacant and derelict plots. So within the scope of the project this a first step to create a first class gateway to the city, in a way that best unlocks future development opportunities. The Bristol Temple Quarter Spatial Framework helps provide a consistent and coherent approach for all developments coming forward within the area. 21

23 The Bristol Temple Quarter Spatial Framework has two companion documents, one of which is the Sustainable Urban Mobility Plan - a strategic transport plan that focusses on how a combination of infrastructure, policy and behavioural change measures will encourage sustainable travel to, and within, the Enterprise Zone. The Sustainable Urban Mobility Plan not only outlines the required infrastructure improvements for the period 2016 to 2021, but also details the proposed policy and behavioural measures to be implemented to encourage the use of sustainable travel to the area. Car parking and access arrangements will be considered for the Temple Gate and Temple Quarter Enterprise Zone as a whole. Network Rail has control over the master-planning work for Temple Meads railway station. The draft Temple Quarter Spatial Framework was subject to a six week period of public consultation during March and April In the revised scheme design we have created a new bus stop area for the MetroBus which is significantly closer to the station and is in direct line of sight of the proposed new entrance to Temple Meads via the Friary. We have examined the options to bring the MetroBus stop closer still, utilising space on the Friary. However crossing the south bound carriageway adds significant time to the bus s schedule which compromises the ability of the service to make time savings for passengers. This would also be likely to adversely impact the network. The southbound bus stops on Temple Gate north of the Station Approach junction by the Engine Shed are being moved in order to improve traffic flow on the carriageway, and to enhance the footway environment for pedestrians and cyclists. Southbound Temple Gate bus stops will now be consolidated in one location on Temple Gate south of the Station Approach junction. The northbound Temple Gate bus stop outside the Reckless Engineer pub is being relocated in order to provide a segregated pedestrian and cycle path on the western Temple Gate footway. Under the scheme proposals it will be easier to cross Temple Gate between the station and the northbound bus stops due to the new single-stage crossing and because the existing staggered crossing opposite Station Approach will be improved. There will also be a new Toucan crossing on the northbound side of Temple Gate immediately north of the Bath Bridges gyratory. The revised scheme design will retain the taxi rank 22

24 on Station Approach for both drop off and pick up purposes, and this will preclude the siting of a bus/rail interchange at this location. Services that terminate at the rail station, including the Bristol Airport Flyer service, will remain on Station Approach but other services will remain on Temple Gate, serving the relocated bus stops. There will be greater clarity regarding the future use of Plot 6 when the master-planning exercise being undertaken for the Temple Meads railway station by Network Rail has been completed. The long term aspiration for the Plot 6 site is that it will incorporate the entrance to the new Temple Meads rail station with retail and food and drink facilities. The western end of the site will have opportunities for commercial development. There is also potential for a station car park on this site. Temple Quarter issues are being addressed in an open and transparent way. The Temple Gateway project was subject to a period of public and stakeholder consultation, and the scheme has evolved as a direct result of the consultation process. The Bristol Temple Quarter Spatial Framework was also subject to a period of public consultation during March and April

25 Summary of responses to the public consultation In addition to feedback from the key stakeholders outlined above, 998 responses were received from members of the public. The proposal will be a significant improvement as a lot of motorists seem to have a problem negotiating traffic lights controlled roundabout and end up getting in the wrong lane for their desired destination. I think this is an excellent plan, much more straightforward for pedestrians and more visually attractive. In general, most consultees were supportive of the proposed changes to the highway layout and the surrounding public realm. For most questions, the greatest numbers of responses were welcoming. Many comments stated that the removal of the roundabout, which will facilitate one crossing rather than the current three, will represent a simpler layout that will make Temple Gate easier to cross for pedestrians and cyclists. I do worry about shared walk ways if it is to be a shared area. Please, please do not link pedestrians with cyclists everywhere. It is very dangerous for elderly and disabled people who are not able to easily get out of the way of cyclists who think they own the pavements and road. Pedestrian and cycle spaces should be as wide and uncluttered as possible, with high quality paving and lighting, that is maintained to a good standard. The changes to pedestrian and cycle routes were generally seen as an improvement. However, many people commented that shared cycle and pedestrian routes do not work well in other areas of the city, and hence should be segregated in order to reduce conflict and increase safety between users, especially the elderly and disabled. I think the thinking behind the pedestrian and cycle ways is great, and shows real promise The extension of the Brunel Mile will make crossing over the road so much quicker and safer. This is one of the main things that is needed to improve the overall safety of the area. The change to a single crossing from Brunel Mile to Plot 6 is mostly welcomed, although numerous comments were made that an underpass or bridge would be preferable in order to aid traffic flow. However, these options were considered and found to be unsuitable. More seating provision, and decent park like shrubs and water features in the new public square. I would like to see somewhere fun for families, like the fountains that kids can run through and the water spurts at varying intervals. The improvement to public realm was well received; many suggestions sought to further improve the quality of the public realm through the use of additional planting and wider pedestrian and cycle routes. Also welcome was the potential for the scheme to reduce congestion and the problems caused by vehicles blocking the station approach. I am completely opposed to this proposal. I believe it will hinder traffic flow through the area, move congestion to other areas surrounding Temple Meads as traffic follows different routes in to the station and will result in people being even more reluctant to use the train service from Bristol. The majority of the negative comments focussed on the new system not improving traffic flow. Some raised concerns about the effect that limiting 24