Joint Local Transport Plan 3 Supplementary Documents

Transcription

1 Appendix Three Joint Local Transport Plan 3 Supplementary Documents Cycling Network Management and Freight Parking Public Transport Road Safety Rural Transport Smarter Choices Walking p2 p10 p33 p42 p77 p114 p126 p138 1

2 Cycling Supplementary Document 1. Setting the Scene 1.1. The West of England area has seen impressive increases in cycling over the period of the first two Local Transport Plans with 50% growth 2003/04 to 2008/09. This reflects the significant efforts made by all four councils and key partners in developing programmes for improving infrastructure and promoting cycling including the Cycling Demonstration City. The 2001 Census shows 57% of people travel less than 5km to work indicating there is considerable potential for growth from the current 5% level of cycling. Cycle schemes offer high value for money. It is important our cycling programmes continue over the JLTP3 period to build on the success already achieved. 2. Vision A safe and attractive road environment across the network for cycling, supplemented by quality off-road routes, will contribute to establishing a vibrant cycling culture throughout the area. Children will be regularly cycling to school and employees regularly cycling to work and using the bike for short business trips. As a result there will be more people cycling and a noticeable increase in levels of fitness. The Cycling City vision reflects this: More people cycling, more safely, more often. 3. Delivering a Sustainable Transport System 3.1 The table below sets out how cycling contributes to the Department for Transport s five key goals from the Delivering a Sustainable Transport System report. Reduce carbon emissions Support economic growth Safety, health, security Equality of opportunity Cycling = support = no impact = not support Quality of life Reduce Carbon Emissions 3.2 Cycling is one of the easiest and cheapest ways for individuals to reduce their carbon emissions from transport on a regular basis. Support Economic Growth 3.3 Promoting cycling helps to tackle congestion where a typical road can carry seven times as many bicycles as cars. Making town and city centres more cycle friendly enhances their attractiveness and supports their viability and vitality. Businesses become less dependent on oil and have healthier staff with reduced absenteeism. Cycling can contribute to supporting rural economies. Businesses located near to routes popular with cyclists all benefit from increased custom through passing trade as 2

3 well as the opportunity for farming industries to diversify by offering catering and accommodation. Safety, health, security 3.4 The implementation of traffic management measures and crossings for cyclists improves the level of general safety and encourages more cycling. This is also an important factor in wider health issues, particularly in increasing people s physical activity and general health. Secure cycle parking, street lighting and better maintenance all contribute to this goal. Equality of opportunity 3.5 In the West of England 21% of households do not have or wish to have access to a car and in those that do only a proportion are able to drive. This represents a sizeable number of people who are reliant on being driven, using public transport, cycling or walking in order to carry out their daily business. Making facilities and services easily and safely accessible by bike is vital to creating a more inclusive society and one where people are able to travel independently. Quality of life 3.6 Air quality can be improved by encouraging cycling instead of driving for shorter journeys. Short car journeys in particular cause a disproportionate amount of noise and pollution, as emissions are much higher at the beginning of a journey when the engine is cold. Cycling requires less space so has a much lower impact on townscapes, urban realm, biodiversity and the rural landscape. Integration between all road users is a key ingredient of a sustainable environment. 4. Challenges and Opportunities 4.1. There is considerable scope for cycling to provide a healthy and emission-free alternative to the private car particularly for shorter trips. The cyclists route network is the whole of the road network. To achieve the vision set out above, this cycling supplementary document sets out three broad aims to:- maximise the role of cycling as a key transport mode, and to assist in reducing the use of private cars, by raising the status of cycling and promoting it as an economic, healthy and energy efficient means of transport; enable people to feel safer and more confident when cycling; develop and maintain safe, convenient, efficient and attractive transport infrastructure conducive to cycling Work undertaken by Cycling England suggests that cycle schemes can generate high value for money and benefit to cost ratios. Careful selection of schemes and good design can make cycling one of the most cost effective forms of transport investment. Furthermore international evidence suggests the more cyclists there is the safer cycling becomes. 3

4 4.3. At a worldwide level the Charter of Brussels signed at Velo-City in 2009 recognises cycling s contribution to liveable cities, efficient urban transport, less congestion, less traffic noise, healthy physical activity, road safety, clean air, fighting climate change, saving fossil fuels and sustainable tourism. It challenges all authorities to promote and incorporate cycling into all areas of policy (health, spatial planning, city management, economy, mobility and traffic, leisure, sports and tourism) There are many opportunities that can be taken and mechanisms implemented to work towards the Cycling Supplementary Document s aims. These are set out under section 6 below. 5. Good Practice Colliers Way The Colliers Way, National Cycle Network Route 24, extends 13 miles from just outside Bath to Dundas Aqueduct to the north and Frome to the south. This picturesque way follows the route of the old Somerset Coal Canal which was superseded by a railway and has now been transformed for leisure/utility use. Tracing the route of old railways and quiet lanes, this relaxing and mainly traffic free environment is excellent for walking and cycling, with large sections suitable for wheelchair users and some where horse-riding is allowed. Bike It Paulton Junior School Bike It is a ground-breaking project run by Sustrans and funded by Bath and North East Somerset that has dramatically increased the numbers of children cycling to school in its 12 target schools. A good example of the impact Bike It can have on a school is Paulton Juniors. When they became a Bike It school in May 2009 they only had one regular cyclist but nine months on and in an extremely cold and miserable January, between 15 and 20 bikes were parked in their new bike shelter and there are now plans to build more storage because so many pupils have chosen to cycle to school. Parents value the health implications of their children travelling to school actively, children love the fun and independence of cycling, and teachers enjoy their pupils arriving to school energised and ready to learn. Somer Valley Wheels Launched in July 2007 the Somer Valley Wheels (SVW) scheme in the Midsomer Norton and Radstock area is committed to the delivery of led cycle rides to address inactivity amongst adults. Since its launch in June 2007 the scheme has: Benefited over 200 individuals from the rides and outreach programmes; 4

5 Cyclists on the scheme have taken part on rides individually on over 2000 occasions. (08/07/2009); Ages range from 15 to 73 and the scheme is fast becoming a popular local retirement-age pursuit; Collectively they have cycled a total in excess of 40,000 miles. Cycle Training 2009/2010 has seen 2,500 funding allotted to the Bath Cycle Campaign in order to launch adult cycle training. This will hopefully encourage people who need a little extra support to build their on road cycling confidence and become tomorrow s commuter. Department for Transport funding of around 20,000 has helped make cycle training in Bath and North East Somerset free for this current academic year with large increases in numbers of children participating in cycle training at certain schools, especially those schools participating in the Bike It project a joint Council/Sustrans initiative to encourage cycling from a young age. Over a thousand children will have been trained over 2009/10. Connect2 Bristol City and North Somerset Councils jointly bid to Sustrans to be included in the 79 Big Lottery Funded Schemes. The Festival Way improves pedestrian and cycling access to Ashton Court Estate, as well as being an attractive potential commuter route between North Somerset and Bristol. In addition several schools located along the route will benefit from sections of the project. The Connect2 project is costing in the region of 2.1million to deliver the infrastructure over a 5 year period. Funding sources to deliver the route have come through the Joint Local Transport Plan, Connect2 (Big Lottery, Peoples Millions), Cycling City and successful Routes to School bids from Cycling England. Community involvement in the development of the path includes regular news articles and walk/ cycle to school days with breakfast provided, sponsored by local supermarkets. Automatic counting on the Flax Bourton Greenway section, opened in 2007, indicates a 19% increase in use in 2009 against Joint working The four councils ensure that maximum benefit is achieved through joint working which is achieved through bi-monthly officer meetings of officers. This ensures that projects have the maximum impact throughout the area including the annual review and launch of the Map for Cyclists and events during Bike Week. Other projects have included the development of the and websites. Cycle Forums All four councils support Cycle Forums which are used to inform the direction we should take in promoting cycling. The forums are used as a consultation 5

6 panel in relation to catering for cyclists needs in infrastructure projects and to test new ideas and strategies. An example is inviting Forum Members to test the Cycle Trip Planner and submit feedback before launching the facility. Cycling City In 2008 Bristol City and South Gloucestershire councils were awarded the status of England's first Cycling City. Funding of 11.4 million is matched by the councils for a total spend of 22.8 million to March Level of spending on cycling is up from the UK average of less than 1 per person each year, to 16 enabling unprecedented levels of innovation, involvement and creativity to get 'more people cycling, more safely, more often'. 60% is being spent on infrastructure. As well as two large 20mph speed limit areas in south and east Bristol, and over 2000 bike parking stands, there will be 13 miles of new cycle track, 18 miles of improvements to the existing 73 miles of off-road track and 21 miles of on-road improvements on major routes into the city (particularly by integrating with new bus routes). There will be 70 'Bike It' schools and pupils in all schools offered Bikeability training (modern cycling proficiency). Businesses and communities are supported through grants, events and services such as bike training and maintenance. With 45,000 car trips to work in Bristol being less than 5km and 34% of adults owning bikes there is considerable scope to increase cycling levels. Evidence from the Cycling England Cycle Demonstration Towns shows cycling increasing by 27% and with more people cycling there is an overall increase in physical activity. Essential Evidence Bristol and South Gloucestershire have been pioneers in integrating health services and local government with the former having a shared Director of Public Health post with the Primary Care Trust. Arising from this partnership has been a series of key research papers. Many of these are relevant to cycling and have been used in drawing up the Cycling Strategy (see 6. Cycling Strategy 6.1. In the period of the JLTP3 we will increase cycling through the various mechanisms and initiatives set out below. A. Policy Framework A1 Develop and maintain safe, convenient, efficient and attractive infrastructure across the West of England which meets predicted growth and encourages cycling, walking and the use of public transport to aid the reduction of the need to travel by car. 6

7 A2 A3 Ensure that policies to increase cycling are fully integrated into other plans such as the Core Strategies, Local Development Frameworks, the Road Safety Supplementary Document, Regional Funding Allocation bids, challenge funding and all other resource bids and local and regional strategies. Integrate cycling with public transport and interchanges (to enable cycling as part of longer journeys). B. Quality Environment for Cycling B1 B2 B3 Design will be based on best technical advice wherever possible, for example Cycle Infrastructure Design (for general principles), London Cycling Design standards, Cycling England and the Department for Transport s local transport notes and Manual for Streets. Continue to develop new technical solutions for the design of cycle friendly infrastructure such as selective reallocation of road space and other priority measures including left turns and straight ahead bypasses at traffic signals. High quality route networks will be identified, provided and safeguarded for cyclists. Priority will be given to the main urban areas that have the potential to generate significant levels of cycling. Design to reflect a hierarchical approach in the following order of preference: traffic reduction and traffic free routes away from the highway that give a significant benefit over motor traffic speed reduction/traffic management junction treatment and traffic management redistribution of the carriageway cycle lanes cycle tracks and paths alongside the highway B4 B5 B6 Traffic free routes providing for both leisure and day-to-day cycling will form part of the network recognising some user groups prefer segregated routes. Shared use footways will be investigated through local consultation processes where adequate oncarriageway facilities cannot be accommodated. Cycle improvements will continue to be incorporated within JLTP3 infrastructure improvement schemes. Cycle audits are recommended in all significant transport and development infrastructure schemes. Cycle audit practice will be standardised across our four councils. Officers will consider the design of smaller schemes at the concept/detailed design/implementation stage. Cycle parking design and planning standards will ensure that cycle parking is provided which is safe, secure, accessible and appropriately located. Anticipate projected growth in cycling to ensure there is sufficient provision. All four councils will follow the jointly produced Cycle Parking Guide. 7

8 B7 B8 B9 Continue to seek substantial improvements for cyclists as part of new developments and transport infrastructure. Provide design advice for use by developers and development control officers. Cycling infrastructure will be maintained, subject to resources, with reference to: signage, vegetation, lighting, litter picking and the quality of off road routes. Throughout the JLTP3 s implementation, the following road user hierarchy will be used as a prompt in order to consider needs: Pedestrians and disabled people (including disabled people and public transport passengers) Cyclists Public transport users Disabled drivers Commercial and business vehicles Car borne shoppers Car borne commuters and visitors B10 B11 B12 B13 Give a high priority to improving safety for cyclists, and the reduction of danger on the roads, both on a route and area basis. Community Safety Strategies will take steps to reduce the risk and fear of crime for cyclists using the road, segregated facilities and cycle parking. Cycle routes to primary and secondary schools to be prioritised, as identified by School Travel Plans, to improve safety, fitness and independent mobility of children and to reduce traffic congestion, and traffic danger near schools. The needs of cyclists will be considered and catered for at road works and as part of temporary traffic management arrangements. C. Education, Training, Publicity and Promotion C1 C2 C3 C4 C5 C6 C7 Work with other organisations to provide Bikeability cycle training for adults and on-road cycle training to the national standard for children before they finish primary school. Continue and expand health programmes and cyclist initiatives e.g. Bike Week, Bike It and North Somerset s Go 4 Life strategy. Continue to work closely with the Police on all joint education, training and publicity initiatives, including reducing cycle theft, training and courtesy to other road users. Work with other organisations to establish further cycle resource centres at major transport interchanges. Continue to provide and support local and national cycling events and cycle and travel forums. Support new infrastructure measures with a sustained programme of complementary publicity material. Provide comprehensive cycling information through the website including the cycling trip planner. 8

9 C8 Work with employers through the Travel Plan Award Scheme and business challenges such as Jam Busting June. D. Working with Partners D1 D2 D3 D4 D5 D6 Continue to promote cycling through working with partners such as the voluntary sector, interest groups such as Sustrans and cycle campaign groups, Government agencies, Police, transport providers, landowners, National Trust and other visitor attractions, Forestry Commission and employers. Work with Primary Care Trusts and relevant Sports Development and Physical Activity Teams, to promote the health benefits of cycling. Update the Rights of Way Improvement Plans (ROWIP) to support a network of routes offering a variety of safe and attractive sustainable transport and recreational opportunities. Promote cycling as an attractive mode of transport for tourist activities and as an attraction in its own right. Work towards the councils being model employers in the provision of cycling facilities and incentives to staff and sign up to initiatives such as the Cycle to Work Guarantee. Use a wide range of Smarter Choices initiatives, including maps, journey planners, business and visitor attraction travel plans, websites and personalised travel planning, to encourage existing, lapsed and new cyclists to cycle more (see Smarter Choices Supplementary Document). E Resources E1 E2 E3 Incorporate cycling measures into major transport scheme bids where appropriate. Consider a future major scheme bid for cycling as part of the Regional Funding Allocation 3 process. Seek infrastructure and contributions for cycling measures from developers and other funding bodies and organisations. 7. Targets The JTLP3 local cycle target is to increase cycling across the West of England area by 76% over the period 2008/09 to 2015/16. Progress against the target will be reviewed, revised and extended as appropriate. The outcomes of investment to increase cycling will also be monitored by its impact on other key targets, such as: NI 198: Children travelling to school mode of travel usually used NI 186: Per capita reduction in CO 2 emissions LI 10: Increase the number of children aged up to 15 years walking and cycling to school The outputs associated with cycling investment will also be monitored. It is not proposed to set further detailed outcome targets for cycling. 9

10 Network Management and Freight Supplementary Document 1. Setting the Scene This Supplementary Document focuses on: The management of the West of England s network of roads and footways; The maintenance of this network, considered in more detail in the Joint Transport Asset Management Plan; Freight. Managing and Maintaining the Network 1.1. The West of England has almost 5000km of roads and almost 6000 km of footways which together form the local highway network 1. Each of the four councils is a highway authority responsible for the network within its area. In addition there are the area s motorways and trunk roads which are the responsibility of the Highways Agency There are 533,000 3 cars registered to households in the West of England, the equivalent of one car for every two people. This level of car ownership is about 4% higher than the national average The 2006 Greater Bristol Strategic Transport Study (GBSTS) found that 63% of people travel to work by car and cars are used for 74% of shopping trips and 72% of leisure trips. This study forecasts significant growth in car traffic arising from both existing residents and businesses and from new housing and jobs coming into the West of England in the period to 2026; this despite measures to increase use of non-car modes Along with car traffic are the demands on the highway network coming from drivers of buses, coaches, lorries, vans and taxis and from powered two wheeler riders not to forget pedestrians and cyclists. The pressure of these demands already creates congestion, made worse when the network is disrupted by incidents such as accidents or by roadworks There are many congestion hotspots which increase journey times for drivers as well as bus passengers. Under the Traffic Management Act 2004 each council has the duty to manage the network to secure the expeditious movement of traffic and a variety of measures have been carried out to manage the local highway network. The Act makes clear that traffic includes pedestrians and cyclists as well as motorised vehicles. 1 Excludes almost 3100 km of footpaths and bridleways which form the rights of way network: see Walking and Cycling Supplementary Documents and Rights of Way Improvement Plans. 2 Comprising km of motorways and 25.8 km of trunk road (Road lengths in Great Britain: by Regions/LA - Great Britain, DfT). 3 DfT Vehicle Licensing Statistics 2008 Report. 4 Great Britain 2007 figure is 0.48 cars per head, source as above. 10

11 1.6. The network needs to be properly maintained if it is to meet existing and future demands. In accordance with guidance from CIPFA 5 our Joint Transport Asset Management Plan (JTAMP) provides the framework for each council in drawing up detailed polices and programmes for the maintenance of carriageways, footways as well as bridges, structures, signals, drainage, street furniture, lighting, signs and all the other assets related in one way or another to the highway network. Freight 1.7. 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. These are reinforced by its position at the intersection of two Strategic National Corridors (SNC) and as the location of a National Gateway as defined in the Department for Transport (DfT) Delivering a Sustainable Transport System (DaSTS): SNC 6 London to the South West and South Wales comprising the M4 and Great Western Main Line; SNC 7 Bristol to the Midlands comprising the M5 and the Bristol Gloucester railway line; and the Port of Bristol National Gateway Figure 1 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. 5 Chartered Institute of Public Finance and Accountancy 6 Source of Figure 1 on freight data is based on a detailed analysis carried out by the Joint Strategic Planning and Transportation Unit in 2003 updated to Road transport changes based on DfT national road transport changes in those 5 years; coastal and sea-going freight data revised using DfT port information; rail freight revised using Network Rail national changes; air freight figure takes account of reduction in Royal Mail movements referred to in the Bristol International Airport master plan; pipeline total assumed to be unchanged. 11

12 Figure 1: Freight Mode Shares: West of England 2008 Coastal 1% Seagoing 10% Pipeline 1% Air 0% Rail 8% Road 80% Proportions are shares of the approx 3,800 million tonne km carried across land and offshore coastal waters 2. Vision Our vision is to: Recognise the important role of a resilient, adaptable and well maintained highway network in providing essential mobility and in distribution and logistics; Secure the optimum efficiency in traffic movement on the highway network, assisting regeneration, giving access to employment and supporting new housing whilst enhancing the quality of life for local people; Manage car use as part of an integrated package of complementary measures, reduce car-dependency by promoting viable alternatives and reduce the environmental, financial and health costs of private motoring; Work in partnership with the freight industry to achieve the reliable and efficient movement of goods on appropriate routes, assist modal shift to rail and coastal shipping and minimise the adverse impact of Heavy Goods Vehicles on safety, air quality and the quality of life for those living and working in the area. 3. Contribution to DaSTS Goals 3.1. The table below sets out how network management and freight contribute to the Department for Transport s five key goals from the Delivering a Sustainable Transport System report. 12

13 Reduce carbon emissions Support economic growth Safety, health, security Equality of opportunity Quality of life Network management Freight = support = no impact = not support Reduce Carbon Emissions 3.2. Road transport can contribute towards Government targets for reducing carbon emission. The highway network can be managed to encourage use of buses, cycling and walking as alternatives to car use. Deliveries can be made more efficient and more freight switched from road to rail. Vehicle enhancements, alternative fuels and eco driving offer benefits. Support Economic Growth 3.3. The highway and rail networks are essential for the movement of people and goods and catering for regeneration and new development. Road transport can contribute towards addressing forthcoming challenges on the economy such as the potential effects of peak oil. Safety, health, security 3.4. The highway network can be managed to reduce the risk of road accidents and to help improve air quality. Equality of opportunity 3.5. The highway network enables people to get access to key local services on foot, by cycle or by bus. Delivery of goods and services to disadvantaged people can enhance social inclusion. Quality of life 3.6. The highway network carries the bulk of goods and permits the operation of services that are fundamental to our quality of life. The network can be managed to safeguard heritage areas, reduce community severance and minimise the impact of noise and visual intrusion; however, it can also have adverse impacts. 4. Challenges and Opportunities Managing and Maintaining the Network Challenges 4.1 The highway network ranges from fast high-capacity dual carriageway roads to city and town centre access roads and single-track rural lanes. Traffic conditions vary considerably depending on both time of day, time of year and - because of the West of England s location as the gateway to the South West - time of year. The challenge is to manage the network to respond to these varying conditions whilst contributing to the DaSTS goals. 13

14 4.2 Department for Transport (DfT) guidance 7 on the Traffic Management Act 2004 network management duty makes clear that to achieve the expeditious movement of traffic the network needs to work efficiently without unnecessary delay to travellers. However the duty is not intended to take precedence over other objectives for road safety and other matters. A balance has to be struck between the needs of all travellers, including pedestrians, cyclists, powered two wheeler riders and bus passengers as well as car, van and lorry drivers. Arrangements are in place to meet the network management duty but the challenge is to ensure we continue to refine them and introduce further measures needed to meet the requirements of the Act. 4.3 The most concentrated demand on the highway network continues to be the journey to work and tackling congestion in peak periods remains a major challenge. These journeys are typified by longer distance trips to employment in Bristol, Bath and the North Fringe from the residential areas of North Somerset and South Gloucestershire. These employment centres also attract commuters from Wiltshire, Somerset, Gloucestershire and Monmouthshire. Most of these commuter trips are made by car. Many use the M5 and M4 for part of the journey, travelling no more than one or two junctions. The impact of local traffic on the strategic road network concerns the Highways Agency as well as the local authorities and the road users themselves. 4.4 Congestion on the motorway and other key routes is caused by the volume of traffic; roadworks (both by the councils, utility companies and other statutory undertakers); incidents (e.g. accidents); and events (e.g. major sporting activities, festivals): see Figure 2. All of the local motorway junctions exhibit peak period congestion. Both the M4 and M5 are subject to considerable seasonal variation in traffic with the M5, in particular, experiencing long delays at Bank Holidays and during the summer. Away from the motorway network, journey times along eight particularly congested routes in the Bristol area have featured in our Congestion Delivery Plan agreed by the DfT in Travellers experience congestion and long journey time delays in Bath and Bristol city centres and in the North Fringe employment area. In Weston-super- Mare there is weekday peak period congestion, but also during weekends and the school holidays, when visitor numbers increase. Congestion is by no means limited to these routes but occurs in many other urban, town and rural locations. 7 Traffic Management Act 2004 Network Management Duty Guidance, DfT Nov

15 Figure 2: Causes of Congestion Traffic 50% Incidents 20% Highway Authority 7% Statutory Undertakers 8% Events 15% Source: Bristol City Council Traffic Management Team 4.5 Modelling from the Greater Bristol Strategic Transport Study predicts that under a do minimum scenario the number of vehicle trips in the morning peak could increase from 154,000 in 2003 to 207,000 to The average speed is predicted to decrease from about 28 mph to 18 mph and the proportion of the network operating at maximum capacity to increase from 9% to 31%. This would put the network under severe strain and shows the scale of the potential problem and the need for measures to reduce congestion and speed up journey times. 4.6 Bus services are often held up with general traffic in congestion and peak hour bus journeys are often considerably longer than at other times. The punctuality of services is therefore undermined and adversely affects the perceived attractiveness of buses to the travelling public. This works against the promotion of sustainable transport and the goal of reducing carbon emissions from car use. 4.7 People can be deterred from cycling and walking because of the volume or speed of motorised traffic, not only conflicting with the climate change goal but also with safety and health objectives. Traffic can also create a barrier for disabled people, contrary to equality of opportunity objectives. Reducing delay and improving journey time reliability are crucial to promoting equality of opportunity and improving people s access to services, particularly for public transport users. 4.8 High traffic flows can sever communities and work against quality of life and health goals by creating noise, air quality and road safety problems and visual disruption in important heritage areas. The classification of the highway network into A, B, C roads was carried out some time ago 8 GBSTS Final Report Table

16 and does not always reflect current traffic demands and the nature of the routes. These classifications are shown in road atlases, online maps and in satellite navigation systems and can direct drivers along routes that are no longer suitable for the volume or type of traffic using them. 4.9 A major challenge to our management of the network is the physical condition of our roads and footways 9. In 2008/09 just under 5% of the West of England s principal (mainly A ) road network and 12% of the non-principal (mainly B ) road network were in need of potential structural maintenance 10, a slight deterioration over the previous two years. The condition of the unclassified road network has steadily improved since 2004/05 but some 7% remains in need of attention. A significant proportion of our footway network also requires attention (18.5% in 2008/09, down from 25.9% in 2007/08). The condition of bridges and structures and other highway assets is also critical Climate change and severe weather conditions can have a detrimental effect on the highway network resulting in a rapid deterioration of the road surface. This creates additional pressure on maintenance budgets and could make it increasingly challenging to maintain or improve the condition of the road network Maintenance works can cause significant traffic delays, as can street works carried out by utility companies. Accidents and other incidents also adversely affect use of the network (see Figure 2) Demand management has been pursued through parking controls and, in some locations, on-street parking charges Land use planning issues revolve around the design of new development and the provision made for the car, both in terms of movement and onsite parking. Also important is the need for appropriate access for buses and delivery vehicles. Opportunities 4.14 There are opportunities to reduce the demands on the highway network by providing alternatives to the private car (e.g. better public transport, cycling, walking facilities), by influencing travel behaviour (e.g. travel plans, car sharing, Smarter Choices ) 11 and by managing parking. The location and design of new developments through our LDFs and development control can influence the need to travel and the impact of traffic on the road network. 9 In 2008/09 Principal roads totalled 413km, Non-principal 1204 km and unclassified 3226 km. Footways totalled approx 6000 km. 10 NI 168 and NI 169 figures for the West of England in 2007/08 were similar to the national averages (5% and 8% respectively). 11 see Cycling, Walking and Smarter Choices Supplementary Documents. 16

17 4.15 Managed motorway initiatives on parts of the M4 and M5 are an example of the Highways Agency s plans to achieve more reliable peak period journey times. We are working with the Agency on securing improved conditions for drivers on the motorway and trunk road network and a Memorandum of Understanding has been agreed with the councils to further this aim. Detailed Local Operating Agreements also operate between the Highways Agency and each council setting out partnership working arrangements at local level Appropriate management of the local highway network can secure the optimum efficiency in traffic movement and also enhance the quality of life for local people by reducing traffic speed and noise, reducing community severance and improving the street scene. The detailed approach is set out in each council s network management plan. Opportunities focus on improving the interventions we have been carrying out to meet the Traffic Management Act 2004 duty: see Box below. Interventions under Traffic Management Act 2004 Arrangements for considering the needs of all road users - user hierarchy; - road hierarchy; - schemes to balance competing needs; - routes for lorries and abnormal loads; Gathering and providing information needs - monitoring of road traffic; - travel information for drivers; - street works information; Co-ordination and planning of road works and known events - partnership working; - planning for events; - new powers under the 2004 Act; Incident management and contingency planning - working with the Highways Agency, emergency services and neighbouring authorities; - developing contingency plans In considering the needs of different users, JLTP3 gives the opportunity to review the user hierarchy established in the JLTP 2006 to 2011 and the hierarchy of roads themselves. A review of the functions of different routes could result in less conflict between local and longer distance traffic and between vehicles and other road users. It will also help us define suitable routes for lorries, abnormal loads and traffic diverted as a result of motorway incidents. 17

18 4.18 We can achieve more efficient management on 8 key routes in the Bristol area, building on the work pursued in our Congestion Delivery Plan, and address other congestion hotspots on the local road network. The approach could include: Physical engineering measures; Traffic signals and Urban Traffic Management & Control (UTMC); Intelligent Transport System (ITS) development; Enforcement Engineering measures range from the provision of bus and High Occupancy Vehicle (HOV) lanes, realignment of carriageways and junction works to surface treatments, lining and installation of refuges. All these are subject to safety and cycle audits to ensure optimum road safety benefits Traffic signals can sometimes hold up drivers unnecessarily and there is scope to review their efficiency. However the design and operation of modern signals has become more sophisticated, balancing the needs of drivers, cyclists and pedestrians. Computer controlled signals in Bristol city centre, along busy radial routes and on parts of the A4174 ring road have been linked to create the Bristol UTMC system. A similar system operates in Bath. Expansion of these UTC systems would allow many more traffic signals to be controlled centrally to smooth out congestion hotspots. Introduction of UTMC into Weston-super-Mare would extend these benefits to the West of England s other major urban area Opened in 2008 the Bristol Traffic Control Centre is the first step towards ITS development. ITS can provide a powerful tool to encourage modal shift through the provision of quality, reliable travel information and the configuration of network infrastructure to favour public transport. Delivering information that is up to date, accurate and consistent across a variety of media can assist in the planning of appropriate and integrated journeys. Expansion of real time bus passenger information and variable message signs for drivers also offer opportunities, supplemented by conventional signs. Co-ordination with the Highways Agency and Avon & Somerset Police can help address wider congestion and road safety issues The Traffic Management Act 2004 provides new powers for councils to enforce traffic and parking regulations to balance the need to keep traffic moving whilst allowing for local access, parking and deliveries. Introduction of the civil parking enforcement regime builds on the controls first brought in by the Road Traffic Act 1991 and taken up by three of our four councils (see Parking Supplementary Document). There is scope to extend use of cameras to discourage drivers from obstructing bus lanes (as piloted by Bristol City Council in 2009). The Traffic Management Act also provides the opportunity to establish permit schemes to control the timing of roadworks on particular roads and 18

19 foresees the potential use of cameras to monitor moving traffic contraventions We recognise that our systems for incident management and contingency planning could be enhanced with greater co-ordination between the councils and the Highways Agency, building on the Memorandum of Understanding signed in In relation to the condition of the highway network there is the opportunity to continue to develop the asset management approach adopted in our Joint Transport Asset Management Plan (JTAMP). There is scope to refine our service levels for highway maintenance, achieve more co-ordination of roadworks, seek more joint procurement and continue work on lifecycle planning and depreciation valuation. Freight Challenges 4.25 The West of England is the origin and destination of significant flows of freight. In addition it is the location of the Port of Bristol national gateway and is crossed by the M4, M5 and main line railways (SNC 6 and 7). The key challenge is to secure the efficient movement of this freight - vital to national, regional and local economies - whilst minimising adverse impact on the West of England s environment The Port of Bristol is the 15th largest in the UK and by far the largest in the Bristol Channel and South West England. In 2008 the port handled million tonnes of freight, an increase of about 0.75% over the 2003 figure compared to the national average of 1.25%. Freight comprises imported cars, coal, petroleum products, ores, grain and forestry products. About 0.7 million tonnes is container traffic, 6% of the port s total tonnage compared to 11% nationally A substantial tonnage is transported by rail from both Avonmouth and Royal Portbury docks. The docks also attract and generate significant HGV flows on the adjacent road network and motorway junctions The Port Company is seeking to develop a deep-sea terminal capable of handling a substantial increase in container traffic 12. This proposal is acknowledged in the National Policy Statement for Ports (Nov 2009 draft). The environmental statement accompanying the Company s Harbour Revision Order submission to the DfT envisages the container boxes being transported by road, rail or by transhipment to smaller 12 The Port Company proposal foresees throughput potentially growing from 0.1 million teu (twenty foot container equivalent) in 2007 to 1.5 million. The Company states that this would be approximately 1 million containers per annum. 19

20 ships 13. A major issue would be the capacity of the road and rail networks to accommodate this additional traffic. Network Rail s 2010 Great Western Route Utilisation Strategy (RUS) recognises the substantial growth in rail traffic that could arise from Avonmouth container terminal developments Apart from the port, major freight generators include: Major concentrations of regional road freight distribution depots at Cribbs Causeway, the North Fringe and Yate, orientated largely to motorway junctions; Industrial areas in Avonmouth/Severnside, St Philips, Ashton, Brislington, Clay Hill, Fishponds, Kingswood, Yate, Weston-super- Mare, Radstock and other smaller sites; Major shopping centres in Bristol, Bath, Weston-super-Mare, at Cribbs Causeway and in town centres; Quarrying activities in the Mendips, at Yate Rocks, and Tytherington In addition to the motorways, there are significant Heavy Goods Vehicle (HGV) flows on key parts of the local road network: see Box below. Peak period congestion is probably the largest constraint on efficient road freight, especially near motorway junctions and the main shopping areas close to delivery times. At the same time the heavy reliance on road freight itself adds to congestion. In addition to delays on the road network freight operators are faced with difficulties in delivering to individual premises through, for example, loading and unloading restrictions. Road Heavy Goods Vehicles on Selected A Roads Max HGV Flows 7am-7pm Number % of total traffic A403 (Avonmouth) A4174 northern leg (east of M32) A4 Portway A3029 (Winterstoke Rd/ Ashton Gate) A46 (A420 to M4) A4174 southern leg (north of Hicks Gate) A4 Bristol (at Saltford) A37 (at Whitchurch) A370 (west of M5) A38 north of Bristol A370 (Long Ashton Bypass) A4018 (south of M5) A36 south of Bath A38 south of Bristol Source: traffic counts undertaken [To be updated with more recent data] 13 The Port Company s Environmental Scoping Report assumes up to 70% being transported by road and 20% by rail (para 2.3.1). The summary leaflet suggests that rail movement could be up to 40%. 14 Great Western Main Line Route Utilisation Strategy March 2010, paras

21 4.31 Because of their size and weight, HGVs can have adverse impacts on local communities, affect the safety of other road users, contribute towards deterioration of local air quality 15, and generate excessive noise. They also contribute to CO2 emissions 16. In rural locations they can have an adverse impact on landscape and conservation areas A 2008 study by the Highways Agency 17 found that the Gordano and Severn View motorway service areas were well used by HGV drivers. It identified a need for greater provision in the area for secure rest areas and overnight parking, ideally with toilet and washing facilities and food/ drink outlets The Great Western RUS identifies the primary strategic rail freight routes as the main lines to London, Birmingham, South Wales and Exeter. Feeding these are freight-only branches serving the Avonmouth and Royal Portbury docks, Westerleigh oil terminal and Tytherington quarry None of the West of England s railway lines have the W10 loading gauge designed to accommodate the latest Hi-cube containers. However, use of specialist well wagons might overcome this constraint. 18 The RUS suggests that the increasing number of Avonmouth freight services can conflict with passenger traffic between Bristol Parkway and Westerleigh Junction. It also points to other capacity problems and sees growth in freight traffic strengthening the case for additional infrastructure Freight handling at Bristol International Airport is limited, comprising the Royal Mail freighter service and small quantities of belly hold goods. Opportunities 4.36 Given the dominance of road freight the opportunities described above for improving management of the highway network would also benefit hauliers and delivery firms. Schemes for tackling congestion could make journeys and deliveries quicker and more reliable. Further improvements in the co-ordination and planning of roadworks and in dealing with accidents and other incidents would also help truck and van operators. Better travel information could also help drivers and fleet managers, including potential online mapping and satellite navigation enhancements By directing HGV traffic to appropriate routes, while avoiding unnecessary detours, the problems of noise, vibration, dust and dirt, and 15 Air quality modelling work undertaken in Bath has estimated that heavy vehicles (>3.5t, including HGVs, buses & coaches) contribute 50% of NOx emissions, whilst only accounting for 2 to 7% of traffic flows on the routes studied. 16 Nationally HGVs account for 19.8% of total domestic transport CO 2 emissions and LGVs 15.2% (NAEI 2006, referred to in DfT DaSTS Logistic Perspective, Dec 2008). 17 Highways Agency Truck Stop Study, AECOM April The Port Company s Environmental Scoping Report para Great Western Main Line Route Utilisation Strategy March 2010 paras 3.5.9, and

22 intimidation to pedestrians associated with HGV traffic could be ameliorated on local roads. A suitable lorry route network can also help the freight industry by guiding drivers away from locations with low bridges and other constraints Measures could be introduced to assist deliveries, particularly in city and town centres. This might be in the form of freight consolidation, an example of which is operating in Bristol and a further facility is proposed in Bath, or a review of unloading restrictions. Consideration could be given to allowing vehicles to use priority lanes (e.g. bus and HOV lanes) between consolidation centres and city centres. There may also be scope for assisting the road freight industry in facilitating the provision of rest areas for long distance lorry drivers in line with the DfT Strategy for Lorry Parking Provision in England (Nov 2009) Increased use of home delivery schemes can provide vital access to goods and services in both rural and urban areas for people without access to public or community transport The South West Regional Freight Forum continues to offer the opportunity for constructive dialogue with the transport industry, the Highways Agency and Network Rail. Discussion at the sub-regional level takes place through the Bristol and Neighbouring Authorities Freight Quality Partnership (FQP) and there is scope to make more effective use of the FQP. There are also opportunities to influence the operation of existing, and the location of future, freight generators through the development and implementation of workplace travel plans, land use planning and development control Carbon emissions from commercial vehicles could be reduced by encouraging the take up of alternative vehicles and fuels, and promoting SAFED training (Safe and Fuel Efficient Driver Training). Air quality could also benefit The National Policy Statement for Ports (Nov 2009 draft) encourages sustainable port development to cater for long-term forecast growth in volumes of imports and exports by sea. It allows judgements on the location of new development to be made on the basis of commercial factors within the framework set by legal, environmental and social constraints and objectives. Expansion of the Port of Bristol could contribute towards the national demand for further port capacity but is subject to the outcome of the planning process There is also scope for the transfer of some freight from road to rail or local seagoing routes. Capacity enhancements being explored by Network Rail through the RUS, including the three or four tracking of the Filton Bank, would widen opportunities to increase rail freight, especially from any container terminal development. 20 Taking account of the DfT Strategy for Lorry Parking Provision in England, Nov

23 5. Good Practice Congestion Delivery Plan In 2007 the Department for Transport asked us to produce a Congestion Delivery Plan, as one of 10 urban areas in England with major congestion problems. It supports the Joint Local Transport Plan and sets out and clarifies our strategy and Action Plan for minimising congestion on 8 key radial roads in the Greater Bristol urban area. On the strength of our plan and our performance in tackling congestion the Department for Transport has awarded us about 1 million. This funding has been targeted at a range of initiatives including junction and signal upgrades to unlock congestion hotspots, investment in network monitoring, alternative modes to the car and smarter choices. Bristol Traffic Control Centre The Traffic Control Centre is the operational hub of Bristol s transport network where intelligent transport systems allow us to manage and control day-to-day traffic on Bristol s highway network. Launched by Bristol City Council in September 2008 the main objectives are to: provide accurate real-time traffic information to the public using a number of different methods; minimise congestion caused by incidents, roadworks, events and indiscriminate parking taking place on the highway network The Traffic Control Centre works with other traffic organisations across the sub-region to ensure an integrated approach to traffic control. It is linked to the Highway Agency s Regional Control Centre which oversees movement of motorway traffic. Using the centre are staff from local radio who broadcast live traffic reports from there. Other local media are in regular contact to ensure the public are notified of any network issues as soon as possible. Staff from the main bus operator also have access to the control centre to monitor traffic conditions and the City Council s Civil Enforcement Officers use the facilities to carry out bus lane enforcement. 23

24 A4 / A4174 Hicks Gate Roundabout In autumn 2009 traffic signals were installed at the Hicks Gate roundabout in Bath & North East Somerset, the intersection of the busy A4 Bristol-Bath road, A4174 ring road and the A4175 to Keynsham. The new signals are part of the Greater Bristol Bus Network major scheme aimed at improving reliability of bus services between Bristol and Bath. Traffic movements at the roundabout are managed in conjunction with the traffic signal network in the City of Bristol to ensure good cross-boundary co-ordination and maximise the efficiency of the network. Management and monitoring of this strategic corridor is carried out from Bristol's Traffic Control Centre using CCTV equipment. Variable Message Signs in Bath Plans are well underway for the installation of two rings of car park Variable Message Signs in Bath. The outer ring will provide strategic information for drivers on network conditions and real-time information on park and ride sites. The inner ring will provide real-time information on car park occupancy whilst directing traffic to the most appropriate site. Together the two rings will ensure the effects of any incidents are mitigated by informing drivers in advance of any problems, whilst reducing the amount of traffic circulating the city centre looking for parking spaces. The scheme is expected to be completed in Spring Memoranda of Understanding on Strategic Road and Rail Issues A Memorandum of Understanding (MoU) was agreed between the West of England Partnership and the Highways Agency in This was followed by a second MoU agreed in early 2010 between the West of England Partnership, Network Rail and First Great Western. Both MoUs have been drawn up under the umbrella of the West of England Multi Area Agreement and are aimed at promoting effective co-ordination and co-operation between the councils and these other organisations. Included in the MoUs are: Arrangements for these organisations to input into the JLTP3; Engagement on the management and development of the strategic road and rail networks; Protocols for planning applications; and Co-ordination of data collection. 24

25 Freight Consolidation Centres The ground breaking Bristol Freight Consolidation Centre, opened in 2004, provides a high profile off-site freight transfer service for Bristol s city centre traders, enabling lorries to off-load deliveries on the edge of the city and reduce lorry mileage into the centre. Over 55 retailers have joined this service, resulting in a reduction in delivery movements of almost 80%. Under the EU Civitas initiative Bath and North East Somerset Council and Bristol City Council are working together on a proposal to expand the existing scheme to serve Bath as well as Bristol. Joint Transport Asset Management Plan Our transport infrastructure is a valuable asset that requires significant investment to maintain it to a satisfactory standard. The four councils are working together to manage the West of England s transport infrastructure in line with the approach set out in the Joint Transport Asset Management Plan (JTAMP). This is a long term plan aimed at achieving the most effective, co-ordinated way of maintaining our valuable infrastructure, not just carriageways but also footways, bridges, signs, bollards, safety fences and a whole host of other transport assets. The first phase of the JTAMP was completed in 2008/09. It is a living document that is being updated as more information becomes available, aided by an award of over 0.5million from the Department for Transport in Strategy 6.1 Our strategy for managing and maintaining the highway network and for movement of freight is underpinned by five themes aimed at reducing current and future demands on the highway network (see Chapter 6 in main Strategy document): 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. 25

26 6.2 Delivering our strategy will depend on extensive partnership working, not only between our four councils but also with the Highways Agency, Network Rail, the police, emergency services, bus operators, the freight industry and utility companies. We will continue as well to work with business interests, transport user groups, parish councils and others. 6.3 In summary, we plan in the JLTP3 period to: oversee the safe, effective and efficient use of the highway network in line with our duties under the Traffic Management Act 2004 and considering the needs of all road users, including pedestrians, cyclists and powered two wheeler riders; review our network management plans to ensure they are kept up-todate and complement each other; 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; continue to use the transport user hierarchy adopted in the 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; 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; 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; ensure that appropriate enforcement of traffic regulations is carried out to safeguard the interests of all road users; improve our contingency planning and management of incidents on the highway network; maintain our highway assets to benefit all users, improve safety and support wider objectives; enhance the management of our highway assets through lifecycle planning and suitable maintenance schemes in line with the approach set out in our Joint Transport Asset Management Plan; 26

27 monitor the operation and condition of the highway network and carry out surveys of road users. 6.4 The following sections set out the strategy in more detail. Traffic Management Act 6.5 We aim to meet our obligations under the Traffic Management Act 2004 by enhancing delivery of the interventions recommended by the DfT. Our approach is detailed below. Delivery will be led by the councils Traffic Managers working in concert to ensure that the expeditious movement of traffic required by the Act applies to the West of England as a whole. We will work with the Highways Agency, police and emergency services to reduce traffic flow problems between motorways, trunk roads and the local road system. Our Traffic Managers will also work with neighbouring highway authorities to resolve cross-boundary issues. Network Management Plans 6.6 Each of the four councils is preparing a network management plan. These will be kept up-to-date and co-ordinated to ensure a sub-regional fit. The plans set out the organisational systems and procedures that the Traffic Managers will follow, linking the individual authority s traffic management, engineering, parking, street works and other highway activities. They also focus attention on those parts of the highway network that are: traffic sensitive, i.e. key routes that are particularly busy and prone to congestion; suitable for carrying abnormal loads; priorities for winter maintenance, e.g. salting; identified as diversionary routes when motorways or trunk roads are affected by accidents of other incidents. Hierarchy of Roads 6.7 Each of our four councils is planning to complete a review of the road hierarchy within its area and seek the DfT s permission to re-classify certain routes early in the JLTP3 period. Whilst permission will be sought individually we recognise the importance of co-ordinating our reviews to ensure that no cross-boundary issues arise. The result will be a revised hierarchy for the West of England highway network that better reflects the nature of each road and is more appropriate for current and future traffic demands. Following the re-classification process we will install new, and/or remove old ones to comply with the changes. 6.8 Although detailed proposals will be put forward by each council, Table 1 indicates the actions that will apply in each area. 27

28 Table 1: Road Hierarchy Review Actions Route Characteristics Actions National Primary Routes ( A ) Other A (Principal) roads B (non- Principal) roads Principal roads that link areas designated as of national traffic importance. Green- backed signs. DfT see as strategic lorry routes Strategic traffic routes. Whitebacked signs. Distributor roads to carry local traffic. Downgrade some routes in Bristol to divert through traffic around city centre Downgrade in major urban areas and towns where routes no longer suitable for strategic traffic Some upgrading to A, some downgrading to C. C roads Local link/ distributor roads. Some upgrading to B, some downgrading to Unclassified Unclassified roads The rest of the highway network Localised upgrading to B or C 6.9 Once the revised hierarchy is adopted we will work with the FQP to extend the coverage of the Commercial Vehicle Drivers Atlas to the whole of the West of England. This could be in the current paper form or as online mapping. Rail Freight 6.10 We will work with Network Rail and the logistics industry to promote the use of the rail network for freight acknowledging the need for new infrastructure to cater for both increased freight and passenger demands (see Public Transport Supplementary Document). Sites for rail freight facilities identified in our Local Plans and Local Development Frameworks will continue to be safeguarded where appropriate. Port of Bristol 6.11 The National Policy Statement on ports makes clear that the location of new developments should be commercially driven. We recognise that the new container terminal proposed by the Port of Bristol Company would represent a major investment in freight infrastructure in the West of England. Its impact will need to be carefully assessed as part of the statutory planning and other processes. An important factor in assessing the impact of this or other port developments will be the extent to which freight can be transported by rail or coastal shipping rather than by road. Transport User Hierarchy 6.12 We intend to apply the transport user hierarchy introduced in the JLTP 2006 to 2011 to guide decisions on proposed changes to the highway network: see Table 2. This hierarchy gives greatest priority to vulnerable road users, public transport passengers and disabled people in 28

29 determining planning applications or in the design of new highway schemes. The priorities may need to be varied to take account of local circumstances, for example where a scheme focuses on a strategic traffic route. Table 2: Transport User Hierarchy A. The Pedestrian. Including disabled people and public transport passengers. It is the intention to give the pedestrian freedom in a safe, secure and pleasant environment. B. The Cyclist. By providing the easiest, shortest, most safe and secure routes wherever possible and secure parking facilities. C. Public Transport. By recognising the needs of the passenger and benefits of a quality transport system, priority measures should be included in every scheme where considered beneficial and practicable. D. Disabled people. It is recognised that some disabled people are dependent on the private car to provide for their everyday necessities. Through parking policies and support for initiatives such as Shopmobility every endeavour is made to provide for their needs. E. Access for commercial vehicles. Recognising the importance of the retail and commercial vitality of city and town centres in the face of growing competition. F. Short stay visitors by car. Whether as a tourist or as a visitor to the shops or businesses their contribution to the success of city and town centres is provided for, wherever possible. G. The private car. While this form of transport is the last on the priority list, it is recognised that there must be adequate access, particularly for residents. Engineering Schemes and Measures 6.13 A range of engineering schemes and other measures will be implemented during the JLTP3 period to adapt the highway network to accommodate future needs. These will aim to balance the needs of all road users and include: Bus and other priority lanes to encourage bus use and car sharing in preference to single occupancy car use; Traffic management schemes to tackle congested hot spots whilst assisting vulnerable road users; Mixed priority route or shared surface treatment of roads associated with public realm enhancements in city and town centres, district centres or with wider regeneration activities; Local schemes to calm traffic where it severs communities or to contribute towards neighbourhood enhancement projects; Signs and lining to warn and direct road users We will work closely with the Highways Agency on schemes affecting significant traffic movements between motorways, trunk roads and the local highway network. 29

30 Traffic Signals and Urban Traffic Control 6.15 We will monitor the operation of existing traffic signals, adapting them as necessary to balance the needs of different road users. New signals will be installed to enable new developments to proceed or to overcome particular congestion or safety problems. Where signals are no longer required they will be removed The coverage of the Greater Bristol UTMC system will be extended to incorporate additional junctions and allow more effective control of traffic between Bristol and South Gloucestershire, especially at peak times. Coverage of the Bath UTMC system will be extended to include the junction improvements proposed in the Bath Transportation Package. In linking junctions to both UTMC systems we will use technology to ensure intelligent and efficient use of green time and capacity throughout the network UTMC will also commence in Weston-super-Mare where its flexibility will assist with managing not only peak periods for commuter traffic but also those for visitors during the holidays. Intelligent Transport System 6.18 As coverage of UTMC is extended we aim to use these systems as the basis for creating a sub-regional ITS. This would take advantage of the existing Bristol Traffic Control Centre and cross-boundary synergy between different parts of the highway network and the motorway system. It would enable us to take a more holistic, value for money approach to managing traffic, public transport priorities and provision of traffic and travel information across the West of England. Another benefit from ITS development would be the enhancement of links to the Highways Agency s regional control centre to achieve better coordination between traffic management of strategic and local traffic flows. Information 6.19 The JLTP 2006 to 2011 recognised the potential for introducing webbased traffic information through a single portal based on imap. Development of a West of England ITS would enable this potential to be pursued to provide more comprehensive information for use by the local highway authorities, stakeholders and the public Other traffic and travel information activities would include: Installation of additional traffic information Variable Message Signs along key corridors and in strategic positions to direct traffic away from road closures, incidents or already congested areas; Links to travel advice websites and to satnav systems, including information for HGV drivers; Expansion of real time passenger information on key bus corridors. 30

31 Freight Consolidation and Deliveries 6.21 We plan to promote greater use of the Bristol freight consolidation centre and work with retailers and the freight industry to move towards a more sustainable business model by providing value added services such as remote storage. Through the EC CIVITAS Renaissance project we plan to extend the freight consolidation concept to Bath, taking advantage of the synergies with the Bristol centre Unloading arrangements and delivery times will be kept under review in our city and town centres. We will work with the FQP to take account of delivery requirements in the re-modelling of roads in these centres, including those proposed in our major schemes programme We will look at the feasibility of giving greater priority to HGV drivers on parts of the network where freight movements are particularly critical and hampered by private car traffic, for example no-car lanes in which only HGVs, buses or coaches might be permitted. Lorry Parking 6.24 We will work with the FQP to monitor the demand for lorry parking in the West of England, taking account of the model and best practice guidance being developed as part of the new DfT strategy. In line with the national strategy we will assess the potential for using park and ride sites, operating bases and other available land and infrastructure for lorry parking, taking account of future developments at the Port of Bristol. Enforcement 6.25 We will develop joint approaches to parking enforcement along major public transport corridors to ensure best use of resources and maximum benefits of investment in Showcase bus routes and park and ride. Enforcement will be consistent and easy for the public to understand. In turn this will reduce delays and journey times for buses and enhance the attractiveness of public transport. We will investigate possible enforcement of moving vehicle offences under future Traffic Management Act powers. We will work with the police to seek better enforcement of weight restrictions, bus and HOV lanes. Contingency Planning and Management of Incidents 6.26 In response to feedback from the DfT on implementing our network management duties we will improve our contingency planning and management of incidents. Contributing to this will be our ITS development plans, our increased working with the Highways Agency and more regular liaison with the police, utility companies and other stakeholders. 31

32 Asset Management 6.27 Our JTAMP is a living document and will be reviewed and updated as asset management issues require. The document: sets objectives for asset management; gives a summary of the inventory of the assets; outlines service levels and performance measures; explains the asset management approach, criteria for prioritising maintenance works, risk management and long term planning processes; describes the procedures for each council to develop lifecycle plans for different assets; and identifies further action needed to successfully implement the JTAMP, making right decisions at the right time to ensure cost efficiencies are delivered The JTAMP will continue to guide our lifecycle planning, the priorities to be followed in capital and revenue maintenance schemes and our approach to procurement. Monitor and surveys 6.29 We will carry out regular monitoring and surveys of the use and condition of the highway network and associated assets to enable us to keep track of our progress in delivering the JLTP3 strategy. Data collection and analysis will feed into monitoring of our targets and guide reviews of the JLTP3 Delivery Plan. 7. Targets 7.1 The JLTP3 targets listed below have a direct or indirect relationship with network management. No specific targets have been set for freight. Ref NI 47 NI 48 NI167 NI168 NI169 NI 177 NI178 NI 186 LI 1 LI 2 LI 3 LI 4 LI 6 Target Number of people killed or seriously injured on roads Number of children killed or seriously injured on roads Average journey times on the network Condition of principal road network Condition of non-principal road network Local bus journeys originating in area Buses running on time CO2 emissions in area Number of people slightly injured on roads Peak period flow to urban centres Condition of unclassified roads Condition of footways Number of cycling trips 32

33 Parking Supplementary Document 1. Setting the Scene 1.1. The four Councils manage on-street parking, own and run many offstreet public car parks. Other car parks are operated commercially or are provided by businesses and shops for customers and visitors. In addition Bath and Bristol each have several park and ride sites 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. 2. Vision Our vision is for a network of safe, convenient and accessible parking facilities, provided and managed as part of an integrated transport system. Our aim is to support the local economy, protect the environment, regenerate city and town centres and reduce congestion and traffic growth. 3. Delivering a Sustainable Transport System 3.1. Table 3.1 sets out how parking contributes to the Department for Transport s five key goals from the Delivering a Sustainable Transport System report. Reduce carbon emissions Support economic growth Safety, health, security Equality of opportunity Parking = support = no impact = not support Quality of life Reduce Carbon Emissions 3.2. Provision of effective signing to appropriate car parks reduces the amount of circulating traffic thereby reducing carbon emissions and increasing safety for all users. Reductions in commuter car parking and expansion of Park and Ride capacity will help as part of a package of measures to encourage people to use an alternative form of transport more often. Provision for alternative fuel vehicles and car clubs will also assist in reducing emissions and car use. Support Economic Growth 3.3. In the main urban centres the policy of the Councils is to restrict the availability of long stay parking spaces for commuters, but to accept a reasonable provision for visitors, especially shoppers and tourists, ensuring the economic vitality of the area. 33

34 Safety, health, security 3.4. Effective control of the highway network through properly enforced parking controls including bus lanes will assist in enabling all movements, in particular pedestrian and cycling movements, to be made more safely. Health is increasingly recognised as a priority for transport given the impact of car use on population health and quality of life. Equality of opportunity 3.5. Provision of parking in villages and small towns is of importance for those wishing to access local services. People from rural areas with no effective bus service have problems accessing urban centres for work if there is no parking or Park and Ride available. Bicycle parking is an important consideration in enabling increased access especially for local trips under 5km. Quality of life 3.6. In urban centres and adjacent areas, where parking is under pressure from commuters, councils will continue to investigate providing for residents and local businesses whilst recognising the importance of parking to the vitality and viability of city and town centres. 4. Challenges and Opportunities 4.1. Parking controls offer excellent value for money as a relatively low cost option for managing demand for car trips, for example improved signing and introduction of pay and display. Existing legislative powers mean there are clear, proven and effective processes. Infrastructure requirements are low, ensuring maximum use can be made of what already exists. Revenue is used to maintain the car park infrastructure, provide security and enforce parking restrictions Park and Ride is an important part of the JLTP3 with planned sites following on from successful existing sites. Transferring the occupants of up to fifty cars into one bus frees up a large amount of road space. Park and Ride removes many thousands of vehicle trips per day from central Bath and central Bristol as well as radial routes. Plans are already underway to expand Park and Ride and review opening hours Other opportunities and challenges include: use of parking as a tool for better managing and influencing the demand for car use; cycle parking (see Cycling Supplementary Document); taxi parking (see Public Transport Supplementary Document); coach and lorry parking (see Network Management and Freight Supplementary Document); balance between short and long-stay car parking and levels of charges; influencing the management of privately owned car parks; 34

35 control and enforcement of on-street parking including bus lanes; need for new and expanded on-street residents parking schemes; quality of public car parks, design and security; ensure access for people with disabilities; appropriate amount and quality of parking to be provided in new office and residential development; review period (days of week/hours) of operation for parking controls; expanding the number of car share and car club bays; introduction of electric vehicle charging bays to encourage alternative fuelled vehicles. 5. Good Practice Bath Case Study An ambitious programme for the introduction of residents parking schemes was embarked upon to reduce the number of car commuters and improve the lives of residents in the areas surrounding Bath city centre. Seven zones covering 3,000 spaces were introduced throughout 2000 and 2001 adding to the central control zone introduced in The scheme was completed within 18 months and the acceptance of such an extensive programme of parking control was achieved through complete engagement of, consultation with and involvement of the local community. After a review, 3 zones were expanded and a ninth added (plus a tenth covering the residential area around Bath University) Weston-super-Mare town centre on-street parking controls In Weston-super-Mare town centre the signs and markings for on street parking controls have recently been reviewed and updated to ensure appropriate allocations for blue badge holders, taxis, loading bays, limited waiting and loading restrictions. The process also involved making sure restrictions are clearer for road users to understand. As a result the local police have been able to more effectively manage on-street parking which has helped traffic flows around the town centre and moved toward more efficient use of the space available on street. 6. Strategy 6.1. In line with Government, regional and local policy 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. 35

36 6.2. A joint approach to parking policy is a significant step towards using parking as an integrated tool across the whole West of England area. (See Table 6.1 Parking Hierarchy) The Parking Strategy contains the following key elements: - On-Street Controls 6.4. Bristol City, Bath and North East Somerset and South Gloucestershire Councils have introduced Civil Parking Enforcement throughout their areas. Long Stay Parking 6.5. We will continue to review the supply of both off- and on- street long stay commuter parking capacity in the main urban centres with a view to reducing availability during the JLTP3 period. Bath and North East Somerset are undertaking studies in Keynsham, Midsomer Norton, Bath and Radstock. The level of supply will depend upon the successful introduction of improved alternative modes of transport, especially bus. Short Stay Parking 6.6. The provision of short stay parking is essential for the economic and social vitality of the area s towns and city centres. The provision of spaces will need to be justified based on local circumstances. Park and Ride 6.7. To build on the success of Park and Ride, a network of new and enhanced sites is planned for congested radial routes. They will be complemented by the provision of measures to ensure that journeys by bus and rapid transit are quick and reliable at all times City centre parking charges will be consistent to ensure that park and ride maintains a competitive advantage over the centres they serve. Charges will be aimed at achieving the optimum balance between on and off-street parking and between long and short stay and recognise local needs and requirements The Bath Package proposes to expand facilities at Newbridge, Lansdown and Odd Down and a new Park and Ride east of Bath. There are also proposals in South Gloucestershire for sites at Emerson s Green, Parkway North and Nibley and park and share sits at Aust, Falfield and Tormaton. In Bristol the plan is to expand the existing site on the A4 at Brislington. New sites will be investigated and progressed during the Plan period based on demand, and strategically located to maximise patronage. 36

37 Enforcement of Bus Corridors We will develop joint approaches to parking enforcement along major public transport corridors to ensure best use of resources and maximum benefits from investment in Showcase bus routes and park and ride. Enforcement will be consistent and easy for the public to understand. In turn this will reduce delays and journey times for buses and enhance the attractiveness of public transport (see case example in Bristol). Case Study: Bus Lane Enforcement in Bristol Bristol has become an approved authority for bus lane enforcement, utilising powers under Section 144 of the Transport Act This has enabled the Council to use cameras to enforce bus lane restrictions and issue penalty tickets for moving and stationary vehicles obstructing bus lane operation. Camera equipment employed as part of Bristol City Council's CCTV enforcement was approved by the Secretary of State for Transport in November 2009 for the use of bus lane enforcement in Bristol. An initial period of warning notices was issued for bus lane violations to give drivers time to adapt to the new powers. One of the main barriers to effective bus lane operation is prohibited vehicles causing obstruction to buses. These new enforcement powers assist in the effective operation of these bus priority measures, thereby improving journey times and punctuality. Controlled Parking Schemes In those residential areas which suffer badly from the effects of onstreet commuter parking we will investigate expanding residents parking schemes in consultation with local residents and businesses. Initially efforts will be focussed on residents parking surrounding Bath and Bristol city centres and specific major attractors such as Parkway Station. Private Non-Residential Car Parking Difficult issues remain in relation to private car parks, where the operational control is not with the Councils, and also car parking at major private non- residential car parks and out- of- town centres. We will work closely with private sector providers of public parking to ensure consistency in the management and supply of their spaces. Of particular concern are the 10,000 free spaces around Cribbs Causeway out- of- town shopping complex. We are keen to investigate innovative measures for managing these spaces and we look to the Government for guidance and legislative powers. 37

38 6.13. Bristol International Airport provides on-site parking for its customers and employees. Management of this parking is a key part of the Airport s Surface Access Strategy which seeks to encourage non-car modes and discourage the development of ad hoc off-site car parks that disfigure the surrounding countryside Working with businesses we will promote the continued use of workplace travel plans as a parking management tool. Providing alternatives to the car, and the more efficient use of parking spaces through car sharing with priority parking for sharers, will all be encouraged. Coach Parking Coaches form an integral part of the public transport system providing a flexible and lower cost alternative to rail and supplementing buses for longer distance journeys. Leisure related coaches support the local economy by bringing tourists and shoppers to the West of England. As part of visitor management initiatives we will review coach setting down and parking arrangements. Lorry Parking The West of England s large population, size and diversity of economic activity generates significant amounts of road freight creating pressure for lorry parking, loading and unloading facilities. The ground breaking freight consolidation centre serving the Broadmead and Cabot Circus shopping centres in Bristol plays a major role in this respect. Plans for a similar centre are being progressed for Bath. Reviews of unloading arrangements and delivery times and the opportunities for the development of additional rest areas for HGV drivers will be reviewed as part of the JLTP3. Cycle Parking Cycle parking design and planning standards will ensure that cycle parking is provided which is safe, secure, accessible and appropriately located. The JLTP3 will continue to seek substantial improvements for cyclists as part of new developments and transport infrastructure. Design advice for developers and development control officers will be provided. Motorcycle Parking The JLTP3 will seek to ensure development proposals include appropriate provision for powered two wheelers. Travel Plans will be used to incorporate measures to encourage their use, where appropriate, and provide suitable parking and facilities for users. Areas where there may be increased demand for powered two wheeler parking will be identified. Local authorities will work with the Police to improve provision of safe and secure powered two wheeler parking facilities. 38

39 Quality We will strive to ensure car park design and security meets the Park Mark safer parking scheme requirements for off-street car parks across the West of England. Parking Standards Current thinking suggests that use of reduced parking as a demand management tool should be applied at journey destinations rather than where people live. Inadequate or poorly designed residential parking can add to congestion, environmental problems and have a negative impact on quality of life Local parking standards will be set by each council through the Local Development Framework process reflecting the priorities of the JLTP3 and taking account of Planning Policy Statement 4 Planning for Sustainable Economic Growth and Planning Policy Guidance Note 13 Transport. The South West Councils regional Parking Group, made up of local authorities including the West of England Partnership, is reviewing methodologies for parking standards. A study is currently underway in North Somerset to collect local evidence that could be used to inform Core Strategy Policy. Table 6.1: Parking Hierarchy Area Typical measures Issues Bristol City Centre, Bath City Centre, Cribbs Causeway Weston-super- Mare town centre District Centres/ Market Towns Charges both on- street and off-street. Long-stay parking discouraged or removed to expanded or new park and ride sites. Residents Parking Schemes in and around City Centres to discourage commuter parking. Appropriate disabled parking provision. Charges both on- street and off-street. Long-stay commuter parking discouraged. Residents parking schemes around the Town Centre, should a majority of residents support it. Appropriate disabled parking provision. Some control of on- and offstreet parking through time The Councils have no control over private retail car parking at Cribbs Causeway where approximately 10,000 spaces exist, all of which are free. This significantly distorts our approach to parking and contributes to higher levels of congestion. Over the summer, demand for long-stay visitor parking is extremely high and therefore parking is allowed on the beach. The characteristics of district centre and market 39

40 e.g. Yate, Clevedon, Westbury-on- Trym, Keynsham, Midsomer Norton Rural Areas/villages limits. Charges, where they exist, are modest. Some long-stay parking provision due to poorer public transport access. Residents parking schemes may be appropriate in a limited number of cases. Appropriate disabled parking provision. Limited controls other than for road safety reasons or where there is a tourist attraction or railway station. Off-street car parks are typically free. Residents parking scheme are not normally appropriate. Disabled parking as required. towns are very diverse. Their proximity to other centres can also be important in determining the appropriate approach. Enforcement of regulations is important but their dispersed nature in rural areas makes this more difficult In the period of the JLTP3 we will: a) Continue to review all on and off-street parking provision to best meet local circumstances; b) Consider the introduction of, or expansion of variable message signing to guide users directly to the most appropriate car park; c) Review the amount and location of blue badge parking provision with a view to drawing up a plan for the introduction of additional spaces where required; d) Expand existing park and ride sites where appropriate and investigate and develop new sites in strategic locations; e) Review provision for motorcycles with a view to drawing up a plan to introduce more spaces to deal with any deficiency identified; f) Keep existing coach management strategies under review and seek to improve parking provision as and when need or opportunity occur; g) Review lorry parking through the Network Management and Freight Supplementary Document; h) Use the JLTP3 to inform the development of the Core Strategies; i) Increase provision for cyclists through the Cycling Supplementary Document. 40

41 7. Targets There is no specific target for parking but this strategy will contribute towards: NI 167 Average journey time NI 186 Per capita CO 2 emissions LI2 Changes in peak period flows to urban centres. LI5 Air Quality 41

42 Public Transport Supplementary Document 1. Setting the scene 1.1. Public transport in the West of England currently embraces buses, coaches, rail, community transport, taxis, private hire cars and ferries. This document looks at the current and future role of these services and the infrastructure needed to support them including interchanges and park and ride provision. We highlight the findings of the 2006 Greater Bristol Strategic Transport Study (GBSTS) which sees the need to create a comprehensive, integrated public transport system with choice widened through introduction of rapid transit. Public Transport in the West of England Key Facts Buses carry up to 10% of all journeys to work, over 29% for people working in Bristol city centre and 20% for Bath (Census 2001, GBSTS); 6% of shopping and leisure trips are made by bus and 13% of journeys to schools and colleges; Bus services In 2008/09 carried almost 53m passengers, an increase of 6% over the previous 5 years (NI 177 data); Some 1.5% of trips to work are made by train, 2.5% in peak hours and over 10% on key strategic corridors (Census 2001); Rail services in 2008/09 carried almost 41m passengers (long distance and local), a substantial 44% increase over the previous 5 years (Rail census by councils); Bus park and ride patronage in 2008/09 totalled 2.5m an increase of 24% in the last five years (council data). Coaches provide scheduled inter-urban, leisure-related and other miscellaneous services; Interchanges range from those serving predominantly local travel patterns to those with a more strategic role linking cross-boundary bus services or interconnecting with long distance rail services; Taxis provide an around the clock service providing door to door access across the West of England; Community transport ranges from traditional group hire services and social car schemes to demand responsive services; Ferries provide a public transport service in Bristol. 2. Vision A comprehensive, high-quality, integrated public transport system that meets the needs of all potential users and is accessible, affordable, clean, comfortable, inclusive, punctual, reliable and safe and contributes to a reduction in greenhouse gas emissions. 42

43 3. Contribution to DaSTS Goals 3.1. The table below sets out how public transport contributes to the Department for Transport s five key goals from the Delivering a Sustainable Transport System report. Reduce carbon emissions Support economic growth Safety, health, security Equality of opportunity Quality of life Public Transport = support = no impact = not support Reduce Carbon Emissions 3.2. By attracting people who would otherwise use cars, public transport can contribute towards an overall reduction in carbon emissions. Reductions can also be achieved through more efficient and effective public transport operations including vehicles with engines meeting the latest environmental specifications. Support Economic Growth 3.3. Improved reliability and punctuality can reduce lost productive time. Public transport can improve connectivity between, and access to, business centres, jobs and housing. Public transport infrastructure and operations can be made resistant and adaptable to adverse weather, accidents and other shocks and impacts. Safety, Health and Security 3.4. Public transport-related crime, fear of crime, anti-social behaviour and vulnerability to terrorist attack can be addressed through partnership working on design, operational changes and enforcement. Equality of Opportunity 3.5. Public transport can enhance social inclusion and regeneration by providing access to jobs, key local services and social networks, especially for disadvantaged people. Quality of Life 3.6. By attracting people who would otherwise use cars, public transport can help reduce the impacts of car travel on the natural environment, heritage and landscape. Public transport can help achieve better connections between neighbourhoods and better access to the natural environment. The journey experience of public transport users can be improved through enhanced interchange and integration between different modes. 43

44 4. Challenges and Opportunities Public Transport as a Whole Challenges 4.1. The morning peak demand for travel is forecast to grow by about 12% between 2003 and 2016 with a further increase of some 6% up to Congestion will worsen and carbon emissions increase if this extra demand relies on the use of cars. Increased congestion will in turn create more problems for bus services. The challenge is to make bus use an attractive alternative to car use. Rail offers an alternative public transport option for people having access to a local station but is currently constrained by limited network and rolling stock capacity We have invested heavily in enhancing public transport but much remains to be done to achieve an integrated system with easy interchange between different modes, not just bus and rail but also coaches, taxis, community transport and ferries. There is a perception that public transport provides poor value for money and this must be overcome. We also see the need to raise the standard of vehicle quality and customer service further and develop attractive new forms of public transport such as rapid transit. Opportunities 4.3. Public transport has been enhanced through our delivery of showcase bus schemes and further improvements will flow from completion of the Greater Bristol Bus Network (GBBN) major scheme in 2011/12. There is now the opportunity to build on this and work towards the development of a comprehensive, integrated public transport system for the West of England This opportunity is recognised by GBSTS which sees such a system as essential in accommodating future travel demands. A survey carried out for the study 22 showed that just under three-quarters of respondents (73%) stated that they would be very willing (35%) or willing (38%) to use buses as an alternative to the car if improvements were made. An enhanced public transport system would offer an attractive alternative to the private car, tackling congestion and helping to reduce carbon emissions. There is scope for further improvements in bus and train services, including better connections and integrated ticketing. In addition, the introduction of rapid transit would provide a significant opportunity to achieve the necessary step change in public transport. 21 GBSTS Final Report Table 2.1 for and data for shown in Table 3.3 in JLTP2. 22 GBSTS Consultation and Participation Report May 2006 para. B

45 Buses and Coaches Challenges 4.5. The bus network has evolved over a number of years and there is a major challenge in adapting it to meet the changing demands and patterns of development in the period to 2026 and achieving growth in patronage. The availability and frequency of bus services is variable; many suburban and rural communities have limited provision and orbital travel by bus remains difficult in urban areas as does access to dispersed housing, business parks and leisure facilities The majority of bus passengers are carried on commercial services 23 and it will be a continuing challenge to create and maintain the conditions in which operators are able to meet as many transport needs as possible on a commercial basis. These conditions are heavily influenced by the national economic situation and the relative costs of other forms of travel. Short term financial pressures can hamper longer term planning. Competition between operators is limited and commercial services are dominated by First. Operations by smaller companies have grown in some parts of the West of England but declined elsewhere, pointing to a continuing problem in encouraging beneficial competition in the bus market To provide socially necessary but non-commercial services requires financial support. Council funding helps to fill in gaps in the commercial network (e.g. evenings and Sundays) and to support town, suburban and rural services where patronage is not enough to make them commercially viable. Withdrawal of services reduces travel opportunity and conflicts with social inclusion objectives. Funding by the councils is constrained by budget pressures and influenced by upward trends in tender prices, which in turn reflect bus industry costs. The Government s Rural Bus Subsidy Grant helps but it is not clear whether this will continue. Pump priming by developers has been reduced because of the current economic climate Congestion has an adverse impact on bus operations, increasing journey times and worsening reliability. Bus priority measures have been put in place as part of showcase and other schemes and further provision is planned through our major scheme programme. On the other hand the layout of our urban streets limits the extent to which we can segregate buses from other traffic. The effectiveness of bus priorities relies to a great extent on increasing enforcement of parking and traffic management. We also have to take account of our network management duty under the Traffic Management Act to minimise delays to other road users. 23 In B&NES 22% of passengers in 2008/09 were carried on supported services; the equivalent figure for South Gloucestershire was 12% 45

46 4.9. The level of fares is an ongoing issue with the public. Fare zones and different types of tickets are not always easily understood, particularly for people who are not regular users. There has been a limited move towards diversifying ticketing and enabling passengers to switch between different operators and between bus and rail (e.g. Freedom Pass, PlusBus and BathRider). Most people buy tickets on board the bus, adding to journey times, and there are few opportunities for off- bus purchase. The number using the national concessionary travel passes has boosted bus travel but brought funding challenges for the councils and, in some cases, problems for the operators. Concessionary travel for other age and eligibility groups is currently restricted New buses have been introduced in Bath, on Bristol showcase routes (see Box 5A), along corridors being enhanced in the GBBN major scheme and on other core commercial corridors. But elsewhere vehicles are older, less comfortable and emit more pollutants. Many have high step entries, difficult for the less able. Operators are less willing to commit to using new, low-floor or high-specification buses on routes which they may regard as not being commercially sustainable in the longer term Passenger facilities have improved with the opening of new bus stations in Bristol and Bath and investment in new shelters and enhanced bus stops. But the waiting environment still requires further improvement in many areas. Poor quality shelters conflicts with public realm objectives and can attract anti-social behaviour Information about bus services has become easier through mobile phone technology and the internet and the councils continue to support traveline. Many people though rely on timetable displays and other traditional sources of information. Provision of up-to-date, readily accessible material can be costly. Real time passenger information is gradually being introduced but requires significant investment All four councils have forged informal partnerships with First. These have provided a mechanism for discussing problems and issues but have not proved as effective in addressing wider questions Bristol International Airport has operated the Flyer coach service between the airport and central Bristol since The Company has invested incrementally in the quality and frequency of the service and patronage has continued to grow. The Airport Surface Access Strategy sees the service as the mainstay of the public transport offer to airline passengers. Between 5.5 and 6.5% of airline passengers use the Flyer 24 and the challenge is to encourage more people to use this service. 24 BIA Expansion Transport Assessment Nov 2006 para

47 4.15. There is a limited network of scheduled coach services, all provided commercially and characterised by very good services connecting Bristol and Bath to London, but more limited services on other corridors. Like local buses, coaches can suffer from congestion. As they generally operate on an express basis, most people have to travel to terminals in the centres of Bath, Bristol and Weston-super-Mare to catch scheduled services. This relies on the availability of bus services, taxis or car sharing to provide connections. Dedicated commuter coach services have been piloted from time to time but raise issues about viability and their relationship with other transport options The West of England is a major attractor of leisure-related coach services as well as having long established coach firms catering for locally generated demands. In Bristol there is a major challenge in addressing the need for coach parking in the city centre, particularly given existing congestion and parking problems and the new and additional attractions of Cabot Circus, the Harbourside Museum and further hotel developments. At Bath problems arise at peak holiday periods when foreign and domestic coaches seek to set down and pick up passengers in central locations. In Weston-super-Mare the supply of adequate daytime lay-over parking for coaches bringing day trippers is constrained Home-to-school transport provided under contract to the four local education authorities makes a vital contribution to the movement of pupils entitled to free travel under the Education Acts. Some also carry fare paying non- entitled pupils and thereby assist in reducing pressures from the car-borne school run. A major issue is the need to procure services within budgetary constraints whilst trying to improve quality. Opportunities We expect the benefits of the GBBN major scheme - involving 10 corridors and at least 70 services - to become evident in the early part of the JLTP3 period. This investment in infrastructure and vehicles will provide the opportunity to reduce journey times and increase patronage and farebox revenue as we emerge from the recession. These aspects are included in the 2010 Bristol Area Bus Network Review being undertaken by the councils and First Opportunities for passenger growth, increased frequencies and new vehicles will arise in both Bath and Weston-super-Mare through investment in similar urban corridor improvements as part of our Regional Funding Allocation (RFA2) major scheme programme (Bath Transportation Package and Weston Package). They also provide a framework for carrying out wider bus service reviews, giving confidence to the operators to introduce more cross-city and cross-town services and new services. 47

48 4.20. Land use and development control policies influence bus use and can help improve accessibility by steering development to areas that are, or can be, well served by public transport and by designing the highway network as bus-friendly Parked vehicle offences can be enforced by the councils to ensure bus lanes are not blocked. These powers have been taken up by Bristol City Council and could be pursued elsewhere in the West of England Showcase corridor improvements in our major urban areas have the knock on effect of reducing journey times for residents of the West of England s towns and suburban and rural areas who use inter-urban services along these routes. Continued investment in better shelters and timetable displays can make local bus travel more attractive. There is also the opportunity to implement more bus priority in selected locations and simplify fare structures Opportunities in relation to supported services focus on making most effective use of the resources available (see Boxes 5B and 5C), taking account of wider service reviews. There is also scope to explore the wider use of demand responsive transport, including provision of services feeding into the conventional bus network Bus journeys can be speeded up if passengers have a wider range of ticketing options. This could be by means of on-street ticket sales or a multi-operator travelcard, building on the existing Freedom Travelpass and BathRider (see Box 5D). Use of smartcard technology offers considerable benefits and we have submitted to the Department for Transport (DfT) a proposal for introducing a West of England scheme in support of the national Smart and Integrated Transport Strategy Ongoing partnership working with employers could be productive in promoting bus use through travel plans. There are also opportunities for extending the current concessionary travel scheme to other age eligibility groups, building on South Gloucestershire Council s experience with their scheme for young people introduced in 2010 (see Box 5E) Under the Transport Act 2000 we have a duty to work with operators to determine what information needs to be made available to the public and each council has its own bus information strategy. Development of GBBN and other showcase corridors gives impetus to the development of real time passenger information and investment in publicity and marketing material. There is scope to extend the coverage of real time information and make greater use of SMS to aid journey planning, complementing traveline and Transport Direct. There are opportunities to improve timetable displays and continue to publish travel maps, subject to funding being available. Bus information can be incorporated in other media including promoting our own travel+ branding as a way of boosting the image of public transport. 48

49 4.27. The Disability Discrimination Act is leading to an improvement in vehicle quality with local buses required to be low-floor easy-access by 2016 and coaches by The DfT Green Bus Fund competition 25 could also see new, more environmentally friendly buses introduced in the West of England The Transport Acts 2000 and 2008 set out the different kinds of partnerships we can pursue with bus operators, building on previous informal bus quality partnership agreements: Voluntary Partnership Agreements: non- statutory scheme to cover frequency of services, levels of fare increases, vehicle standards and investment in infrastructure. (Also opportunities for service and fare co-ordination between operators, which may have previously breached competition legislation); Quality Partnership Schemes: stronger and binding framework to cover minimum frequencies, timings, vehicle standards, investment in infrastructure, service performance and maximum fares; Quality Contract Schemes: would enable the franchising of a network of services, allowing authorities to specify and regulate bus networks the frequency of buses, routes and fares for the whole or part of the West of England Our existing Bus Punctuality Partnerships will enable us to focus on congestion hotspots in liaison with the operators, working with our Traffic Managers and taking advantage where we can of the Bristol Traffic Control Centre The GBSTS foresaw showcase bus corridors enabling inter-urban coach services to reach city centres quicker and more reliably. Greater use could be made of these services, the study concluded, if other pick up/ drop off points were to be provided close to the motorway network. Opportunities may arise for this during the JLTP3 period The Bristol International Airport master plan sees a possible coach link being provided from Worle to the airport and other potential links to Bath via South Bristol and Keynsham. As an alternative to Worle, the master plan identifies the possibility of a link to Nailsea and Backwell station. However the Bristol Flyer is seen as continuing to form the mainstay of coach services to and from the airport with potential to make them more attractive in terms of frequency, reliability, journey times, fares and choice of routes and thereby increase patronage by 5% per annum For leisure and tourist coaches, opportunities focus on improving access, set down/ pick up and layover arrangements in or close to Bath and Bristol city centres, Weston Seafront and other major venues. 25 Bath & North East Somerset Council was awarded 127,000 from the DfT Green Bus Fund in December This is aimed at funding the difference in cost between a hybrid park and ride service bus and a conventional diesel vehicle. 26 BIA Expansion Transport Assessment Nov 2006 para 6.1) 49

50 Rapid Transit Challenges The GBSTS concluded that the introduction of new rapid transit services should be a crucial part of the overall transport strategy for the West of England. Rapid transit forms the cornerstone of our public transport strategy and RFA2 major scheme programme. The main challenges revolve around funding, design and delivery In terms of funding, our rapid transit proposals have been supported in principle through the South West RFA2 process. This support needs to be translated into full approval from the DfT to secure funding and allow each major scheme to proceed. To gain full approval requires substantial local financial and staff resources not only to provide the necessary technical input into development of business cases but also to successfully engage with the public and stakeholders. The design of each scheme faces its own challenges with the need to find solutions that resolve land use and ownership issues, minimise adverse impact on communities, the streetscape and heritage areas, provide maximum accessibility and convenience and employ low emission, efficient vehicles Delivery of our rapid transit major schemes also depends on optimum deployment of financial and staff resources in line with best practice programme management. Risks will need to be managed to ensure delivery on the ground on time and within budget and subsequent rapid transit operation. Opportunities High quality, high speed rapid transit services - segregated as far as possible from road traffic - offer a great opportunity to boost the attractiveness of the West of England s public transport system. They will provide a high quality passenger experience with fast, frequent services and comfortable low emission vehicles. These features will combine to create the alternative to conventional bus services required to achieve a significant shift from private car use. Opportunities for rapid transit focus on Greater Bristol and Bath where there is the largest concentration of potential demand and the biggest congestion challenges. The benefits of investment in infrastructure in these locations can be extended to a wider population catchment by diverting a selection of existing bus services from surrounding towns on to these new routes, thereby reaping significant journey time savings For Greater Bristol there is the major opportunity to support regeneration and access to employment through the development of cross-city rapid transit routes, forming the basis for a rapid transit network. Delivery of our major scheme programme would provide the potential for linking 50

51 Long Ashton park and ride with central Bristol and Temple Meads station (Ashton Vale to Temple Meads major scheme); regeneration in South Bristol with the city centre and employment and development areas in North Fringe (North Fringe to Hengrove major scheme); Long Ashton park and ride with regeneration in South Bristol with a connection between the Long Ashton park and ride and South Bristol, opening up the possibility of extending the network to Bristol International Airport (South Bristol Link major scheme); and the city centre with new employment areas at Emerson s Green (Emerson s Green to City Centre major scheme) At Bath there is the opportunity to introduce rapid transit to provide a high speed link between the city s western and eastern park and ride sites to serve the Western Riverside regeneration area and the city centre. Rail Challenges The JLTP highlighted the importance of rail through the Rail Action Plan. Challenges for rail in the sub-region include: Network capacity constraints; Conflicts between different routes and types of rail traffic, long distance, local and freight; Limited service frequencies and limited cross-bristol service pattern; Rolling stock problems; Location of Bristol Temple Meads and Bristol Parkway relative to centres of demand Although rail s share of peak travel by West of England residents is relatively small at 2.5% there has been a significant increase in demand as the sub-regional economy has grown, road congestion increased, and longer commuting distances made possible by increasing frequencies on long distance services Network Rail s Great Western Route Utilisation Strategy (RUS) envisages that peak demand to Bristol could grow by 41% up to 2019, off-peak by 37% 27, the equivalent of 3.2% per year. This rate of increase would be much less than recent growth trends and there is concern that actual demand could be much greater. In that event, further overcrowding could arise and undermine the attractiveness of rail travel. Capacity and performance problems identified in the RUS focus on Complex movements in and out of Bristol Temple Meads; Lack of track capacity between Bristol Parkway and Parson Street; 27 RUS March 2010 para

52 Linespeed constraints on Gloucester corridor; Single track constraints on Weston Loop and at Worle Junction; Peak hour crowding on Cardiff/ Bristol/ Portsmouth and Bristol/Weymouth services Apart from operational constraints there are questions about the quality and availability of rolling stock and stations as perceived by existing and prospective users. Unfavourable comparisons have been drawn between rolling stock used on West of England commuter trains and those elsewhere. Passenger facilities at Bristol Parkway 28 have been improved with the opening of the third platform in But facilities at both Bristol Temple Meads and Bath Spa are in need of major enhancement. Progress has been made on improving the West of England s other stations, funded partly through the DfT Access for All fund, but more needs to be done to improve station accessibility and provide better bus connections and car parking Moves towards integration of rail and bus ticketing have begun with the development of PlusBus and the West of England Freedom Pass but the uptake is limited In 2008 the DfT designated the Severn Beach Line as a Community Rail Service and the challenge is to work with partners to take advantage of the greater flexibility this gives. Two complementary Community Rail Partnerships cover the area and the challenge for them is how to secure continuing financial support for their work: Severnside Community Rail Partnership, covering Gloucester Taunton, Bristol Bath, Bristol South Wales, and Bristol Severn Beach; and Heart of Wessex Partnership, to promote the Bristol Weymouth line. Opportunities Opportunities to enhance rail travel in the first 10 years of the JLTP3 period are outlined in Network Rail s RUS. The draft Memorandum of Understanding between the councils, Network Rail and First Great Western provides the basis for constructive dialogue on a range of rail issues and opportunities Up to 2014 opportunities focus on commitments to upgrading line capacity at Bath Spa; increasing linespeed from Westerleigh Junction northwards to Yate and beyond; and adding 12 vehicles to bolster the sub-region s local train services. From 2014 to 2019 the RUS foresees scope to enhance capacity and connectivity by lengthening trains on the Cardiff Portsmouth, Cardiff-Taunton and Bristol Temple Meads 28 DfT identifies Bristol Parkway as a Category B Regional Interchange, Temple Meads as a Category A National Hub and Bath Spa as a Category C Important Feeder 52

53 Gloucester services, possibly involving the lengthening of platforms. There is also the potential to increase the frequency of cross-bristol services. To improve the reliability of the network the RUS identifies opportunities for infrastructure works including linespeed improvements between Bristol and Bridgwater and the reinstatement of four tracks between Bristol Temple Meads and Parson Street. Other possibilities being studied by Network Rail are the reinstatement of three or four tracks on the Filton Bank north of Bristol Temple Meads and the potential for additional services on the Severn Beach line to take advantage of the newly opened turnback at Clifton Down The RUS recognises the scope for re-opening the passenger line to Portishead and for the enhancement of local services to create a Greater Bristol Metro with a pattern of regular cross-city services. Both proposals form part of our RFA2 major scheme programme. Electrification of the Great Western Main Line, announced by the DfT in early 2009, would bring new trains to services between Bristol and London Upgrading of Bath Spa station will be undertaken as part of the SouthGate commercial development and Network Rail have plans to regenerate Bristol Temple Meads. There is scope to improve facilities at smaller stations in line with the advice of the independent report to the DfT on Better Rail Stations 29. Assistance may be possible through DfT Access for All funding and the Severnside Community and Heart of Wessex rail partnerships, drawing upon voluntary effort and initiatives (see Box 5F and Box 5G). There may also be the opportunity to attract funding for the Severn Beach Line through the Designated Community Rail Development Fund jointly sponsored by the DfT, Network Rail and the Association of Community Rail Partnerships The introduction of more station travel plans could promote walking and cycling links and bus connections and there are funding opportunities for installing additional cycle parking Introduction of PlusBus and the Freedom Travelpass has provided the foundation for development of a bus/ rail ticket travel card for the West of England using smartcard technology. Park and ride Challenges Bath has three long established council run park and ride sites. Capacity and site facilities are limited and there is no provision on the east side of the city. Journey times into the city centre are variable and traffic congestion causes delay. Maintaining or increasing frequencies and hours of operation depend on costs and farebox income. 29 Better Rail Stations, independent report to DfT, Nov

54 4.52. Three of Bristol s main radial corridors are served by park and ride sites. There are capacity pressures at Brislington and a lack of provision on the north side of the urban area. Bus priority measures have been installed to aid journey times but there is a continuing need to combat delays caused by congestion. As in Bath the maintenance and enhancement of park and ride services are dependent on financial considerations. Opportunities A wider distribution of park and ride sites would allow more drivers to switch to public transport for at least part of their journey. New sites to the north of Bristol and east of Bath would open up opportunities for car commuters using the M32 and A4 corridors, served by rapid transit routes. There are also opportunities to develop new park and ride services to serve the Emerson s Green growth area, Bristol Parkway station and, potentially, Nibley and park and share sites at Aust, Falfield and Tormaton Expansion of existing sites would cater for increases in demand along other corridors (see Box 5H). Bus access to these sites has been enhanced through provision of bus lanes and priorities and other improvements are being implemented as part of the GBBN major scheme. The introduction of rapid transit into the sub-region would further reduce city centre journey times for users of the existing Long Ashton and Newbridge sites. Interchanges Challenges Most journeys involve changing at some point from one mode of travel to another which works against making public transport an attractive alternative to the car. The JLTP stressed the need for public transport to be seen as a comprehensive network with interchanges having a key role to play Surveys 30 indicate that about a fifth of rail passengers at Bath Spa and Bristol Temple Meads arrive by bus but this proportion is less than 2% at many smaller stations. Bus/ rail interchange has been improved at Bristol Parkway and new bus stations provided in Bath and Bristol but enhancements are needed at other stations and interchanges to make them more accessible, convenient and safe. The availability of kerbside space is limited in city and town centres for interchange between buses; alterations will need to take account of other demands (e.g. on-street parking and deliveries) as well as streetscape and heritage requirements. Local interchanges, varying from locations where bus 30 GBSTS Data Collection and Transport Surveys Report Fig

55 services converge to formal or informal facilities for park and share are often of poor quality and lack facilities Successful public transport integration involves not only efficient and effective physical interchange, but also well co-ordinated, reliable services and good connections. Poor interchange and connections between bus services and between bus and rail remain key concerns. Some of these problems stem from inadequate information and limited co-ordination of services, others from the bus operators difficulty in maintaining reliability because of traffic congestion Availability of car parking spaces at Bristol Parkway Station and other railway stations in the region can prove a deterrent to using the train, especially for daytime travel. Opportunities There is a major opportunity for enhancing Bristol Temple Meads and Bath Spa stations interchanges. At Bristol improvements would come from planned regeneration of the area, allowing for improved access for buses, the Bristol Flyer and taxis as well as for pedestrians and cyclists. At Bath there is a committed scheme for refurbishment and extension of the station with a link to the recently opened bus station to form an integrated public transport interchange Opportunities for better bus/ rail interchange arise at the West of England s other stations and improvements at Worle form part of the Weston Package major scheme. There is also scope for improving interchange between bus services in many suburban, town centre and rural locations both through physical measures and service changes. Community Transport Challenges Conventional bus services cannot meet the needs of everyone and community transport helps to fill the gaps, e.g. for more individual or specialised services for people living in relatively inaccessible areas or those who are disabled 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. 55

56 4.63. The availability and role of community transport are not always understood by the public and the operators have only limited resources to promote their services. Maintaining funding for core staff and for development of services is a challenge for many organisations. Constraints on local authority revenue budgets can be problematic whilst the operating costs of schemes continue to rise, adding to the cost per passenger journey and putting pressure on fare levels Demand responsive services have grown up independently of each other, to meet slightly different needs in both urban and rural areas, including areas of social deprivation. The cost of running these services is a major challenge. Their relationship with conventional bus services also raises questions, especially those financially supported by the councils The standard of the community transport fleet is varied and there is an ongoing need to replace older vehicles to increase passenger comfort, reduce vehicle emissions and avoid costly repairs. Opportunities 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 (see Box 5 I). Greater partnership and crossboundary working could open up opportunities for expansion, diversification of services and sharing of costs Some supported bus services may have potential for conversion to demand responsive operations, taking account of changes in Section 19 minibus services and Section 11 shared taxi and private hire vehicle services allowed by the Transport Act Opportunity could also be taken of the changes introduced by the Act in provision of community buses ( Section 22 services). Partnership working with GPs and Health Trusts could lead to a more unified approach to the use of community transport for medical journeys The promotion and marketing of services would be helped by closer links being forged with local Chambers of Commerce, employers, educational providers and other stakeholders including parish councils, Community Action and other community organisations Provision of certified training could attract more volunteers and improve professionalism as would more information about volunteering in jobcentres and other public buildings. 56

57 Taxi and Private Hire Vehicles Challenges The difference between Hackney Carriages and Private Hire Cars is not always understood by the public 31 which can create problems. No limit is placed by the councils on the number of Hackney Carriage Licences in Bristol, North Somerset and South Gloucestershire but nevertheless there is a lack of vehicles at times of peak demand (Bath and North East Somerset Council limits the number of licences within the City of Bath). Other challenges focus on the location and operation of taxi ranks and pick up/ drop off points and the need for more accessible vehicles. Existing legislation relating to this area are outdated and very flexible. This results in each authority having different procedures, processes and charges. Updated national guidance is currently awaited. Opportunities There is scope for improving the amount and quality of information about taxis and Private Hire Cars and investigating and developing innovative ways of using them as part of an integrated transport network. Opportunities are provided in the Transport Act 2008 for a more flexible approach: Private Hire, as well as Hackney Carriage, operators are now legally permitted to apply to run local bus services, and these may be appropriate for demand responsive services Partnership working with the operators could lead to improvements in the accessibility of vehicles, taxi ranks and interchanges, optimum driving training and reduced vehicle emissions. There is also scope to consider the extent to which Private Hire as well as taxis might be permitted to use bus and other restricted lanes. It will also be important to ensure that the provision of public taxi ranks is considered as part of the planning and development control process. Water Transport Challenges Apart from ferry services operating in Bristol Harbour, inland water transport in the West of England focuses on leisure craft. The main challenges for Bristol s ferries are how they can be promoted and patronage increased and ensuring that landing stages are high quality, convenient and accessible. Another issue is the pressure put on the transport system by regattas and other events at peak holiday periods. 31 Hackney Carriages (taxis) are distinguished by roof top signs and can be found at designated ranks or hailed in the street. They all have taxi meters where the tariff is set by the Council. Private Hire Vehicles do not have a roof sign and must be pre-booked. They cannot be hailed in the street or picked up at a rank. 57

58 4.74. On both the River Avon and Kennet & Avon Canal the principal challenge is managing access to the banks, moorings, marinas and landing stages and encouraging use of public transport instead of cars to reach water-based activities. Opportunities There are opportunities to promote ferry use through wider publicity and greater integration with other public transport services. Enhanced waterside access is a key part in the regeneration of Bristol city centre and Bath Western Riverside. There is the potential to link Portishead Marina to Bristol. Access to recreational facilities on the River Avon and Kennet and Avon Canal could be optimised through visitor travel plans, enhanced public transport information, marketing and other initiatives. 5. Good Practice Box 5A: A420 Showcase Bus Route The A420/ A431 showcase route between Kingswood and Bristol city centre was launched in December 2007 and has provided lengths of both inbound and outbound bus priority lanes to substantially improve bus journey times and reliability. In the first 3 months of its opening patronage increased by 9.4%. Enhancements include: Bus Stop Improvements 45 bus stops on the route all with raised kerbs and new posts with improved timetables and better lighting; 34 stops with new high quality shelters; 30 stops with Real Time Information. Bus Priority Measures Approximate length of bus lanes 2.2kms (cyclists, taxis and motorcyclists are also permitted to use) Improvements to Cycling Approximate length of Cycle Only Lanes 0.6km; 17 new cycle stands. Pedestrian Improvements Wider pavements; 11 new or improved signal controlled junctions; 10 new or improved pedestrian crossings. Total cost of Council investment: about 6 million together with additional bus priorities, bus stop upgrades and pedestrian enhancements in Kingswood Town Centre. Operator Investment 42 state-of-the-art brand new buses - represents an additional 7.1million investment. All of the buses have: Low floors - making the route more accessible for wheelchair users and parents with buggies or pushchairs; 58

59 Improved and more comfortable seating with a designated wheelchair/buggy space - providing customers with a better travelling environment; Euro 4 engines - to improve local air quality; Digital CCTV - for improved customer security and safety; New satellite tracking units - enabling Real Time Passenger Information to be displayed at bus stops along the route. Box 5B X27 Yate Bristol Use It! Campaign Highly Commended in 2009 ACT Travelwise Marketing Campaign of the Year. In February 2009 the major bus operator announced its intention to cease operating a key local commercial bus route, the X27 between Yate and Bristol, which would have left two sizeable communities and over 10,000 residents without any daytime bus service to enable them to access employment, education or shopping facilities. A replacement contracted service was awarded for a year, and in partnership with the bus operator, a high profile Use It! campaign was undertaken with a passenger level target agreed with the bus company. The campaign involved active engagement with local residents, councillors, and town and parish councils. A dedicated webpage ( has been established, the use of branded lowfloor vehicles, and a number of different promotional activities. These included a new timetable and free ticket offer mailed to 15,000 residents; 1,500 residents signed up to receive regular Council updates; promotions with external companies; a loyalty campaign with prizes awarded; and regular press releases and adverts. After six months operation, passenger numbers increased by one third. Box 5C: Service 42 Bath - Royal United Hospital Between 9am and 4.30pm Service 42 operates a flexible route between Bath s Odd Down park and ride site and the Royal United Hospital to serve people living in the Southdown, Whiteway and Twerton areas of the city. Passengers may make advance bookings to be picked up at bus stops within these areas and be returned there later. Box 5D: BathRider Ticket Scheme Bath & NE Somerset Council negotiated and implemented a multi-operator bus ticket (BathRider) for residents in Bath and the immediate vicinity. This became operational in October 2009 and covers all the companies operating services within this area, including services as far as Newton St Loe and Bath Spa University. Day and weekly tickets are available, with child reductions. 59

60 The tickets are only available off-bus (at Bath Bus Station, Bath TIC and Bath Spa railway station), but this has the added benefit of speeding up boarding time. This Multi-Operator Travelcard offers a wide choice of journey options within a defined area and is widely recognised as giving substantial benefits and is attractive to bus passengers. Box 5E: Youth Concessionary Travel South Gloucestershire Council have implemented a concessionary travel scheme for young people (Youth Unltd). This has involved regular meetings between transport officers and members of the UK Youth Parliament (UKYP) and the Youth Board. Workshops have been held for young people with learning difficulties, questionnaires sent to all local secondary schools and youth centres and pilot studies at a college and secondary school. Members of the UKYP and Youth Board shortlisted options from these results and consulted again through the young people s website, carnivals and other summer-based activities. The Youth Unltd scheme allows all year olds in full time education to pay only half of the adult fare on local bus services during evenings, weekends and school holidays, making transport more affordable at the times they are able to use it. Box 5F: Severnside Community Rail Partnership The Severnside Community Rail Partnership, sponsored by the four councils, continues to do sterling work on improving local stations and promoting services. Avonmouth, Clifton Down, Keynsham, Montpelier, Nailsea & Backwell, Oldfield Park, Parson Street, Patchway, Redland, Sea Mills, Severn Beach, Shirehampton, Stapleton Road and Weston Milton stations have all benefited from makeovers, new artwork, flower beds and improved information with simplified timetable posters. The Probation Service, local groups and schools have been actively involved encouraging more pride and less vandalism. Such has been the Partnership s success that it won two prizes in both the 2008 and 2009 National Community Rail Awards. Box 5G: Worle Rail Station Southern Footpath Link Worle rail station is strategically located in terms of both local urban and wider rural residential catchment. The continued trend of increasing passenger demand at Worle, has placed more pressure on the station car park and local road network. Between 2004 and 2008 rail patronage at Worle station increased by 75%. In 2008 North Somerset Council implemented a scheme to provide a new shared use footpath link from the southern side to provide a more direct link to the nearby housing, community centre and district centre. This has reduced 60

61 walking and cycling distances to the station from the south by 340 metres and resulted in a substantial increase in walking and cycling. The new footpath link will also enhance accessibility from residential development at West Wick approximately 1 km to the southeast of the station. Further enhancements to the station including a new public transport interchange are planned through the Weston Package major scheme bid. Box 5H Portway Park and Ride In Summer 2008 Bristol s Portway Park and Ride site was increased to 570 spaces to coincide with the opening of the Cabot Circus development. In conjunction with the site expansion, an extended bus lane was installed along the A4 Portway to provide a total of 3 kms of segregated bus lane. These measures have enabled park and ride passengers to gain a further significant advantage in journey times over general traffic with no detrimental impact for general traffic capacity. The first three months after completion of the works saw patronage on the service increase by over 25% compared to the equivalent period in 2007/08. Box 5 I: Making Community Transport Sustainable Following the loss of Rural Bus Challenge funding, South Gloucestershire Council moved away from a system of grant funding to community transport providers, insisting that the groups look to make their operations sustainable for the longer-term (Submitted to the Audit Commission as a notable practice example). The Council provided funding for a member of staff at each group, loaned six low-floor accessible minibuses and seven Citroen Berlingo people carriers for social car work, additional driver and vehicle support from the in-house fleet during the middle of the day, and funded the use of the free national concessionary travel pass on community transport services. In return, the community transport groups have bid for and won a number of contracts with the council for special educational needs pupils outside of the groups core hours, and two groups have established social enterprise companies to operate local bus contracts with profits generated to support their community transport activities. All of these actions have resulted in: almost ¼ million passenger journeys each year, an increase of 270% in five years; the number of registered users increasing to over 7,000 (180% increase); over 400 different groups and organisations using community transport; times extended to operate between 7.30am 10.00pm Monday to Friday and also at weekends; 61

62 investment by the groups in vehicles: they now have 41 (160% increase) with some low-floor easy-access and the average vehicle age dropping below 5 years (previously 10); expanded social car operation, including a new scheme in Hawkesbury Upton. 6. Strategy General Approach 6.1. In the JLTP3 period our overall strategy is to Create an attractive alternative to the use of private cars in the West of England through the phased development of a comprehensive, integrated public transport system embracing buses, coaches, rapid transit, rail, community transport, taxis, private hire cars and ferries; Achieve a high quality public transport system which is reliable, punctual and with frequencies that respond to the varying demands of residents, businesses and others in different part of the subregion; Maintain/ improve public transport access and connectivity to jobs, educational and health facilities, shops and other services; Work with the operators and other parties to ensure that the system is resistant and adaptable to adverse weather, accidents, terrorist attacks and the impacts of climate change; Encourage the introduction of vehicles that are high quality, accessible and emit the lowest possible levels of carbon and pollutants; Improve safety and personal security for public transport users and operators and reduce actual and perceived anti-social behaviour and crime; Introduce multi-modal ticketing and multi-operator ticketing; Ensure that public transport provision is fully recognised in local planning and development decisions and supports new housing and employment growth; Improve interchange and the inter-connection between different forms of public transport; Promote the use of public transport through marketing and provision of information under the umbrella of Travel+ and in travel plans and Smarter Choices initiatives Figure 1 outlines the public transport improvements in our RFA2 major scheme programme. To deliver our strategy we will need the support of bus, train and other operators, Network Rail, Highways Agency and other agencies. 62

63 Figure 1: West of England Strategic Public Transport Network Bus and Coaches 6.3. Our overall strategy is to encourage and facilitate the greater use of buses as critical to achieving a modal shift from the car with consequential reductions in carbon emissions and congestion and improvements in air quality and accessibility. For coaches our strategy focuses on improving infrastructure for passengers and operators so that services can be expanded and travel choice widened. Showcase Routes 6.4. The GBBN major 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: Ten routes in the city of Bath as a key component of our Bath Transportation Package major 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. 63

64 6.5. 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. Working with Bus Operators 6.6. Our strategy is to work with the bus operators and Traffic Commissioner to maximise the effectiveness of the commercial bus network. We want to maintain a stable core network with maximum frequencies and minimum service change intervals. The 2010 Bristol Area Bus Network Review is expected to lead to beneficial results early in the LTP3 period. Similar reviews may be pursued elsewhere Extension of showcase routes will improve operating conditions for operators and serve established areas as well those with growth potential. Quality Partnership Schemes will be introduced for each GBBN corridor, supported where necessary by Voluntary Partnership Agreements. Similar arrangements will be sought for new showcase routes and we will continue to investigate other opportunities for upgrading and expanding commercial services. Potential use of Quality Contracts will be kept under review in the light of progress with the Quality Partnership Schemes. Working with Coach Operators 6.8. We will work with coach operators to widen the choice of long distance routes and consider the potential for the development of coachways at strategic locations. As highway authorities we will enable coach services to benefit from bus priority measures and monitor the operation of setting down and picking up points. We will seek to improve coach parking in Bath and Bristol city centres and Weston-super-Mare town centre. In Bristol new coach parking facilities are proposed at Castle Park and Dalby Avenue (Bedminster). Punctuality and Reliability 6.9. Investment in showcase routes is aimed at achieving substantial improvements in bus punctuality and reliability. Our Punctuality Improvement Partnerships will work alongside the Quality Partnership Schemes and Voluntary Partnership Agreements with this in mind. In carrying out our duties under the Traffic Management Act 2004, designing engineering schemes and enforcing parking regulations we will give buses priority wherever possible, reflecting their status in the transport user hierarchy (see Network Management and Freight Supplementary Document). 64

65 Supported Bus Services During the JLTP3 period we will support non-commercial bus services within the budgets available and where they will promote equality of opportunity. We will seek value for money and review the criteria used to decide which services should be funded, setting minimum service levels wherever possible for communities away from main commercial bus corridors. We will work with our Education and Social Services departments and with the Health Trusts to promote the maximum use of the public bus network by their clients, taking account of the advice in Providing Transport in Partnership (A guide for health agencies and local authorities, DfT/ DoH, Feb 2010). Similarly we will look at how far accessibility problems can be overcome by greater use of demand responsive services, including taxis, private hire cars and community transport. Working with Developers and Employers We will work with developers not only to ensure that bus infrastructure requirements are taken into account at the planning stage but also to seek appropriate funding to pump prime new bus services. For example, development of new housing and employment in Weston-super-Mare will be delivered through the integration of land use and transport planning through the North Somerset LDF core strategy. This will involve significant investment in transport infrastructure through the Weston Package major scheme and by private sector developers, including proposals for new bus services and better integration with rail services at Worle station. Enhancement of the Bristol Flyer service to and from Bristol International Airport will be sought, widening the choice of routes and increasing frequencies. Bus usage will be promoted through workplace and school travel plans. Vehicles and Drivers Through our investment in showcase corridors backed by Quality Partnership Schemes and Voluntary Partnership Agreements we will work with the operators to reduce the average age of the West of England bus fleet and achieve maximum comfort and convenience for passengers. Use of alternative fuels, hybrid engines and other green technologies will be promoted with the aim of reducing carbon emissions and pollutants, taking account of the projects being funded in the West of England through the DfT Green Bus Fund. We will work with the operators to encourage the training of drivers in eco driving and customer care. 65

66 Ticketing and Fares 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 (see Box 5E) 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. Passenger Facilities New shelters and raised kerbs at bus stops will feature prominently along future showcase corridors as will provision of bus stop clearways to prevent obstruction from parked vehicles. Elsewhere we will continue to upgrade shelters where opportunities arise, working in some locations with town and parish councils. Our maintenance programmes will be reviewed as necessary to take account of changes in shelter provision. The location of bus stops and design of shelters will be linked with shared space and public realm initiatives in city, town, district and village centres. Attention will be given to improving pedestrian access to bus stops to achieve greater safety and encourage walking. Information We will continue to support traveline and Transport Direct and work to enhance the provision of information about bus services. This will rely on good co-operation between the councils, the operators and other parties but recognising that authorities can, in the last resort, use their powers under the Transport Act The arrangements for providing information are set out in each council s separate bus information strategy but will include: Booklets, maps and other paper material; Website information and journey planning; Real time passenger information on showcase routes; SMS text information; Shelter timetable displays; Next stop displays in vehicles; Real time and static displays at interchanges, major employment, education, leisure and shopping locations; Working with Traffic Managers and the Bristol Traffic Control Centre; 66

67 Information on fares. Promotion and Marketing Hand in hand with provision of information will be the promotion and marketing of bus services. We will work with the operators and other partners to increase the profile of the bus in the West of England through our Smarter Choices and travel plan initiatives under the umbrella of Travel+. Vandalism and Personal Security We will work with the police, operators and community safety colleagues to improve personal safety at bus stops, on pedestrian routes that link them and on the buses themselves. Rapid Transit Creating a Rapid Transit System A key part of our 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. The strategy has two elements: A new east-west rapid transit service for the city of Bath; 4 rapid transit services for the urban area of Bristol and adjacent parts of South Gloucestershire to provide fast cross-city and orbital links. Bath Our Bath Transportation Package major scheme will provide a rapid transit service that links Bath s western and eastern park and ride sites (see 6.39, 6.41), the city centre and the Western Riverside regeneration area. Rapid transit combined with new and expanded park and ride provision is aimed at taking traffic pressures off the World Heritage Site whilst allowing for growth in employment, shopping and housing within the city. The service will operate partly on a segregated route and partly on existing streets aided by bus priorities to maximise journey speeds. Ashton Vale to Temple Meads and Bristol City Centre This major scheme will provide a rapid transit link between the Long Ashton park and ride site and central Bristol and give better access to Temple Meads station. We aim to reduce car traffic within the built up area and provide a fast high quality public transport service for people coming into the city from North Somerset and further afield. It could also 67

68 serve the potential new stadium of Bristol City FC and provide an interchange with a re-opened Portishead railway line. A two-way segregated busway will give fast journey times between the park and ride and the city centre. Within the city centre the rapid transit will use bus lanes and other priorities and operate along a one-way loop to serve major office, shopping and leisure destinations. North Fringe to Hengrove This major scheme, part of the North Fringe to Hengrove Package, will achieve our aim of providing a fast public transport link between regeneration areas in South Bristol, the city centre and major housing and employment areas in the North Fringe using a combination of segregated routes, bus lanes and bus priorities. The strategy is to improve public transport accessibility to jobs and services for Bristol and South Gloucestershire residents and aid regeneration. In South Bristol the rapid transit service will give access to existing and new office developments and to a range of services including the community hospital, Skills Academy and leisure centre. In the North Fringe it will connect the Aztec West business park, Bradley Stoke housing area, the Science Park and business parks at Emerson s Green and the University of the West of England. From the North Fringe the rapid transit route will provide a link to the city centre via the M Associated with the scheme are new park and ride sites to enable residents outside the urban area to switch to public transport, thereby reducing traffic demands on the A4174 ring road and main radial routes into central Bristol (see 6.41). South Bristol Link Our strategy of enhancing public transport access to South Bristol will be reinforced by the rapid transit service that forms part of our South Bristol Link major scheme. This will increase the accessibility of jobs and services in this regeneration area and provide a better public transport link to employment sites in Ashton Vale, connecting with the Ashton Vale to Temple Meads and Bristol City Centre rapid transit. A new segregated busway will link the park and ride and the A38 and give the potential to extend rapid transit to Bristol International Airport. Emerson s Green to Temple Meads Another strand of our strategy for improving public transport access to the Science Park and other employment opportunities at Emerson s Green is the provision of a rapid transit link to Temple Meads. This would serve extensive residential areas in NE Bristol and Kingswood and connect to rapid transit routes serving South Bristol and the Long Ashton park and ride. 68

69 Rail Our strategy for rail recognises that major decisions on infrastructure and services are taken at national level but we can influence these through our roles as local transport authorities and involvement in the RFA process. In the period to 2026 we will build on the Memorandum of Understanding with Network Rail and First Great Western 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 and reopen the Portishead branch for passenger traffic, both included in our RFA2 major scheme programme and designed to deliver new opportunities for rail travel in the West of England. We intend to seek wider ticketing opportunities and enhancement of stations and continue to work closely with our community rail partners. Capacity, Performance and Journey Times In the short term the strategy focuses on supporting the RUS commitments to: upgrade line capacity at Bath Spa; and increase line-speed from Westerleigh Junction to Yate and beyond In the medium term the strategy supports: re-signalling at Temple Meads as part of electrification of the Great Western Main Line; line-speed improvements between Bristol and Bridgwater; re-instatement of the four tracks from Bristol Temple Meads to Parson Street; re-instatement of the third and fourth tracks on the Filton Bank between Dr Days Junction and Filton; provision of a turn back at Yate; and re-doubling of the track between Worle and Weston and provision of a bay platform at Weston-super-Mare. New and Enhanced Services Development of the Greater Bristol Metro major scheme will focus on providing half hourly cross- Bristol train services to link Yate, Westonsuper-Mare and Bath Spa with through services to Cardiff and Westbury and, potentially, to Chippenham, Gloucester, Taunton and the Severn Beach Line The Portishead major scheme proposal is to reinstate passenger services between the town and Bristol Temple Meads. This will entail upgrading the existing freight only route between Parson Street Junction and Portbury Dock Junction and reinstatement of the disused line to 69

70 Portishead. A new station will be provided for the town with potential intermediate stations in North Somerset and south west Bristol In the longer term the strategy foresees re-instatement of passenger services on the freight line between Avonmouth and Bristol Parkway via Henbury In January 2009 the DfT 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. Rolling Stock In the short term the strategy focuses on the RUS commitment to introduce 12 additional vehicles to local train services. We envisage further rolling stock being provided to address overcrowding on the Cardiff-Taunton, Cardiff-Portsmouth and Gloucester-Weymouth services We welcome the Government s plans to electrify the Great Western Main Line routes to London from Bristol Temple Meads and Bristol Parkway and introduce Intercity Express (IEP) trains. To ensure Weston-super-Mare is linked to the proposed electrified network we will seek assurances that the town will be served by IEP bi-mode trains. Ticketing In line with the DfT s Smart and Integrated Ticketing Strategy we envisage the West of England multi-operator smartcard for bus travel being extended to include rail (see 6.14). This will represent a further development of the FreedomPass and PlusBus schemes. Stations During the period to 2026 we expect major station regeneration schemes to be delivered at Bristol Temple Meads and Bath Spa. We will also take every opportunity to work with the train operator and our partners to enhance facilities at the West of England s smaller stations in line with emerging Better Rail Stations best practice 32. Our Weston Package major scheme includes a new 320-space car park at Worle station together with a bus interchange, a drop off and pick up point and motorcycle and cycle parking. A car park extension is planned at Nailsea & Backwell station. 32 Better Rail Stations, independent report to DfT, Nov 2009; DfT response Dec

71 6.37. New stations feature in our Portishead rail major scheme (see 6.30) and our Greater Bristol Metro major scheme identifies the potential for additional stations at Henbury, Charfield and Corsham (Wiltshire). Community Rail We will continue to work with the Severnside Community Rail Partnership and the Heart of Wessex Rail Partnership on a range of community activities to promote rail travel. In the period to 2026 we see a continuing local authority role in development of the Severn Beach Community Rail Service. Park and Ride Our 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 routes in Bristol and Bath. Existing Sites Our Bath Transportation Package major scheme will significantly expand the Newbridge park and ride site. With a rapid transit link to Western Riverside and the city centre this extra parking capacity will reduce the amount of traffic that would otherwise be entering the World Heritage Site. The capacity of the Lansdown and Odd Down sites will also be extended to cater for drivers approaching the city from the north and south The new rapid transit links from the Long Ashton park and ride site to central and South Bristol will enhance opportunities for car drivers coming from the south west of the urban area. A proposal for expansion of the A4 Brislington site will be pursued during the JLTP3 period. New Sites The Bath Transportation Package major scheme introduces a new site to serve the eastern approach to the city. Located off the Batheaston Bypass the site will have a rapid transit link to the city centre and thence Western Riverside. A new site is proposed as part of our North Fringe to Hengrove major scheme to serve drivers using the M32, with a rapid transit link to Bristol city centre. We will work with partners to open further park and ride sites at Emerson s Green and Bristol Parkway and examine the potential for a site at Nibley and park and share sites at Aust, Falfield and Tormaton. Park and Ride Operations The provision of rapid transit will bring attractive, frequent services to the new Eastern Bath and M32 sites. At Newbridge and Long Ashton, new rapid transit services will replace conventional buses. Conventional 71

72 buses will continue to serve the Brislington, Lansdown, Odd Down and Portway sites. We will keep operating times and fares under review in relation to both rapid transit and conventional bus services. Interchanges Our strategy is to maximise opportunities for interchange between all modes to create an integrated public transport system for the West of England. The strategy has four strands: Enhancement of interchange infrastructure; Coordination of bus, rail and rapid transit services; Improvement of access to interchanges; and Through ticketing between modes and services (see 6.14 and 6.34). Interchange Infrastructure Major investment is proposed to enhance interchange facilities at Bristol Temple Meads, Bath Spa and Worle stations (see 6.35). Our major scheme programme aims to enhance physical interchange in Bath and Bristol city centres and accommodate new rapid transit services. Rapid transit interchanges will be developed at the University of West of England, Emerson s Green, Aztec West and other locations in the North Fringe and South Bristol. In partnership with the operators we will seek the maximum inter-connection between bus, rail and rapid transit services and the development of local interchanges in town and district centres and other appropriate locations. Co-ordination of Services As well as providing for physical interchange between different modes of public transport our strategy is to achieve maximum co-ordination of services to keep journey times as convenient and quick as possible. As most services will continue to be run as separate commercial activities, this co-ordination will rely on partnership working with the operators. The development of rapid transit and more showcase bus routes is aimed at increasing the frequency of services to encourage turn up and go and reduce the need for long waiting times at interchange points. Introduction of the Greater Bristol Metro will have a similar effect Provision of real time information, more online travel planning, enhanced timetable displays and wider information and publicity will help passengers navigate their way around the West of England public transport system. Our ticketing strategy will also contribute towards the development of an integrated system. 72

73 Accessibility Good access to public transport facilities and services is fundamental for pedestrians, cyclists and disabled people. We will work with train and bus operators to achieve access enhancements, for example provision of safer, more convenient paths to bus stops and local stations and additional cycle parking. Community transport Our strategy is to maintain, diversify and, where possible and appropriate, expand and integrate community transport in the West of England, recognising its distinctiveness from other forms of transport and its special customer care attributes. The strategy has 5 themes: Supporting JLTP3 equality of opportunity objectives; Linking with other forms of public transport; Optimising community transport operations; Encouraging social enterprises; Providing marketing, publicity and information In delivering our strategy we will draw upon the best practice set out in Community Transport: LTP Best Practice Guidance (DfT Feb 2010). Equality of Opportunity Objectives We will encourage community transport organisations to support our equality of opportunity objectives. Our strategy is to promote community transport to enable disadvantaged people to connect with key local services and social networks where other forms of public transport are not available or accessible. With an ageing population in the West of England we see group hire and dial-a-ride continuing to play an important role, especially for shopping and social trips. The councils will work closely with Health Trusts and GPs to tackle the increased demand for access to healthcare, taking account of Providing Transport in Partnership (see 6.10). Within available budgets we will support social car schemes and other demand responsive services with this objective in mind and consider the scope for making services more widely available for different age groups and journey purposes. Public Transport Links We will balance council financial support between demand responsive services and other supported public transport services and simultaneously seek scope for greater integration of provision. Supported scheduled bus services will be converted to demand responsive where this is feasible and offers real benefits In the JLTP3 period we will explore opportunities for demand responsive services to act as feeder services to mainstream public transport, 73

74 including provision of better physical interchange and inter-changeability of tickets. Community Transport Operations We will encourage community transport organisations to work in partnership with others to make their operations as efficient and effective as possible and optimise value for money. Greater use of vehicle downtime will be promoted and wider provision of evening and weekend services where needs arise and funding allows. The councils will also promote improvements in booking systems, inter-changeability of fares and general sharing of resources between organisations. Investment will continue to be made in dropped kerbs and raised bus stop platforms to aid accessibility Through partnership working with the Health Trusts, GPs and Ambulance service we will encourage community transport organisations to seek a more formal approach to procurement of services and opportunities to have medical appointments linked to locations We will keep under review the scope for council funding to assist purchase of new vehicles and training programmes to attract more volunteers and improve professionalism. Encouraging Social Enterprises Our strategy recognises the role of community transport as a valuable social enterprise and we will promote closer links with public, private and voluntary sector agencies and organisations. Providing Marketing, Publicity and Information We will assist community transport organisations to improve public understanding of their services through publicity and marketing. This will include word-of-mouth (including talks to groups); leaflets (especially delivered house to house); posters; press (adverts and editorials); radio and TV; and local authority publicity. The councils will also help provide information about volunteering in jobcentres and other public buildings. Taxis and Private Hire vehicles Our strategy is for taxis and private hire vehicles to complement and reinforce other public transport services. In the JLTP3 period the councils intend to continue to focus on three main areas: Infrastructure and information improvements; Licensing controls and working with operators; Increasing role as part of integrated transport strategy. 74

75 Infrastructure and Information Improvements We will keep under review the need for improvements to the location and design of taxi ranks, especially in remodelling proposals for our city, town and district centres. Information about ranks and signage will be improved where necessary and we will investigate greater use of online mapping. Future needs for drop off and pick up facilities at new developments will be assessed and considered with planning colleagues. Licensing Controls and Working with Operators The councils will work in partnership with taxi and private hire organisations to discuss infrastructure, licensing, driver training and other issues of common interest. Through our role as licensing authorities we will put high priority on public safety through the continued review, updating and adoption of the byelaws and local conditions applicable to vehicle and driver licences, and compliance with these by licensees. Upgrading of vehicle fleets will be sought to reduce emissions of carbon and other pollutants We will continue to work with the police and community safety partners to monitor use of taxi ranks in city and town centres including the role of taxi marshals. Role in Integrated Transport Strategy Our strategy is to seek ways for taxis and private hire vehicles to play as wide as possible a role in the public transport system. This will recognise the relationship with community-based demand responsive transport, existing arrangements with Education and Social Services departments and the opportunities provided by the Transport Act Water Transport Our strategy for water transport strategy focuses on the following: Enhancing waterside access as key parts of the regeneration of Bristol city centre and Western Riverside in Bath; Working with partners on promoting sustainable access to recreational facilities on the River Avon and Kennet and Avon Canal through visitor travel plans, enhanced public transport information, marketing and other initiatives; Seeking ways and means of increasing patronage of Bristol Harbour ferries and integrating them further into the public transport system, including participation in multi-modal ticketing initiatives; Exploring the potential for other ferries or innovative forms of water transport; 75

76 Working with Bristol s Harbourmaster to meet the navigational requirements of harbour craft whilst minimising the adverse impact on traffic flow through bridge swings. 7. Targets 7.1. The JLTP3 targets set for public transport are summarised below together with those where public transport has a contribution to make. Ref Target Specific NI 177 Local bus and rapid transit passenger journeys originating in area NI 178 Bus services running on time LI 7 Increase number of rail passengers LI 8 Increase number of park and ride passengers Contributing NI 175 Access to services and facilities by public transport NI 186 Per capita CO2 emissions NI 198 Mode of travel of children to school LI 2 No increase in peak period flows to urban centres LI 9 Reduce single-occupancy car journeys 76

77 Road Safety Supplementary Document 1. Setting the Scene 1.1. We fully support the Government s aim of seeking to make road travel in Britain the safest in the world. We have been successful in meeting and exceeding the national and local casualty reduction targets for 2000 and 2010; and we intend to embrace the changes being discussed by the Department for Transport (DfT) as part of their Safer Way road safety strategy up until In order to do this we plan to continue to make road safety one of our highest priorities for the future Joint working on road safety between the four Councils, and with a broad range of partners through the West of England Road Safety Partnership (see Box 1A) is now well established and operating very successfully, and will be a key factor in optimising our casualty reduction activities in the coming decade There will be many new challenges. Changing travel patterns will increase the numbers of more vulnerable road users - walkers, cyclists and motorcyclists. Economic, social and demographic changes are likely to increase and change the demand for travel. Our road safety work will need to be busy, adaptive and forward looking to meet these challenges and achieve our casualty reduction targets The West of England Road Safety Partnership (WoERSP) seeks best value for money from our Road Safety Grant and improved partnership working. This has led to many changes in our road safety work, particularly in targeting on the highest priorities and in broadening and extending our road safety education, training and publicity An even greater range of changes will be needed if we are to achieve the new casualty reduction targets over the next decade. Whilst it will be important to continue with the three E s of road safety Engineering, Education and Enforcement we will need to be innovative and flexible in introducing new approaches and crucially in influencing the public s attitudes to road safety through comprehensive and innovative hearts and minds initiatives In drawing up the road safety strategy set out in this supplementary document we have taken into account the DfT s Advice about Local Road Safety Strategies of July The strategy, our road safety plan, aims to provide a sound basis for further development, building on the progress and outcomes achieved within the last Joint Local Transport Plan (JLTP) 2006 to 2011 period. This is going to be challenging work but is something that we look forward to meeting. 77

78 2. Vision Our vision is to make road travel in the West of England the safest in Britain for all road users. In seeking to achieve our vision we aim to: substantially reduce the numbers and severity of casualties for all road users; achieve this reduction whilst also achieving the modal shift and increase in sustainable travel proposed throughout the JLTP3; improve perceived safety for all road users; embed road safety considerations into the hearts and minds of the public; optimise joint working with all of our partners and colleagues. 3. Delivering a Sustainable Transport System 3.1. This section sets out how our road safety strategy will contribute to the Department for Transport s five key goals for Delivering a Sustainable Transport System. Reduce carbon emissions Support economic growth Safety, health, security Equality of opportunity Quality of Life Road Safety = support = no impact = not support Reduce Carbon Emissions 3.2. Changing travel patterns with more walking, cycling and motorcycling will be essential for achieving reduction in carbon emissions. Improvements in perceived safety for these transport modes, as well as reductions in deaths and injuries, will be important in encouraging people to use their cars less. Support Economic Growth 3.3. The economic downturn at the time of preparation of this plan gives rise to uncertainty for likely levels of travel demand and casualty trends. Changes in these trends as the economy again begins to grow will need to be monitored regularly and carefully to inform our road safety strategy and programmes. Safety, Health, Security 3.4. The ambitious targets to reduce road deaths and injuries and improve people s perceptions of road safety are key contributors to safety, health and security. 78

79 Equality of Opportunity 3.5. Despite an increasing emphasis in recent years on improving safety in the more disadvantaged areas, there is still a higher incidence of accidents in these areas. Multi-agency working, innovative approaches and on-going work by our road safety professionals will continue to be needed for the foreseeable future to address a range of safety issues in relation to equality of opportunity throughout our area. Quality of Life 3.6. Safer travel in our area both in terms of reducing casualty numbers and in engendering a feeling of safety in using our transport network are fundamental to our perceptions about quality of life. 4. Challenges and Opportunities Killed or Seriously Injured Casualties 4.1. The road safety challenge to 2026 is to meet the national casualty reduction targets set by the Government in A Safer Way. This is an even greater test than the national targets set and largely achieved over the previous two decades because we will be working from a much lower baseline. Most of the readily achievable savings have already been addressed and achieved, so we will need to be ever more innovative and concentrate even harder on achieving the very best in value for money and from our officer time resources We have been adapting the way we deliver road safety throughout the lifetime of JLTP , following the research we commissioned, and we will need to continue to do this to ensure that effective targeted road safety measures and programmes are delivered by all the partners of the WoERSP into the future The Government s casualty reduction targets for 2010 focus predominantly on killed and seriously injured (KSI) casualties. The targets relating to KSIs are to achieve: a 40% reduction in the number of people killed or seriously injured on our roads, and a 50% reduction in the number of children killed or seriously injured on our roads However, actions taken to address these casualties should also reduce the number of casualties involving slight injury Figure 1 shows how KSI casualty reductions in the West of England area are currently exceeding the 2010 national casualty reduction target. The total of 259 KSI in 2009 is 45% down on the baseline figure of 470. The number of fatalities decreased from 41 in 2008 to 33 in 2009 (20% reduction). 79

80 600 Figure 1. KSI casualties in the West of England 500 KSi casualties Ksi target Ksi's in WoE ave * 2010 *NOTE: the figures quoted as 2009 are figures for the latest 12 months available: 1/10/ /9/ Figure 2 shows the excellent progress made in reducing KSIs amongst car occupants and pedestrians (60% and 46% reductions on the baseline respectively) and the progress made in reducing KSIs amongst motorcyclists (28% reduction on the baseline). Although the number of cyclist KSIs is relatively low, it is of concern that numbers have risen above the average figure (21% increase). Figure 2. KSI casualties by road user group in the West of England Ksi casualties Ave * Car occupants Pedestrians Motorcyclists Cyclists 4.7. Figure 3 shows how cycling in the West of England had increased by almost 50% by 2008/09, far exceeded the JLTP 2006 to 2011 target of a 80

81 30% increase by 2010/11. This may help to explain the rise in cyclist KSI casualty numbers. Figure 3. Cycle traffic growth in the West of England Index Cycle traffic JLTP target / / / / / / / / Historically about 40% of KSIs in the West of England area have occurred in Bristol. This is due to the urban nature of the Authority and the fact that it has about 40% of the total population of the area. Other features of note include: Car occupant KSIs are the highest user group in all Authorities, apart from Bristol; Bristol has the highest number of KSIs in each road user group with the exception of car occupants (which are highest in South Gloucestershire); There were no child KSIs in Bath and North East Somerset in Recent partnership work with NHS organisations has raised issues further to the long running discussions around the correlation between casualty statistics derived from the STATS19 collision database and Hospital Episode Statistics (HES). We recognise that both datasets have limitations, and that we have an opportunity to gain a fuller picture and better understanding of road safety by embedding consideration of HES into the development of targeted safety campaigns The resources available to WoERSP for 2010 continue to be focused on trying to achieve further reductions in casualties in all road user groups, with special attention being paid to reducing motorcyclist and cyclist casualties National evidence demonstrates that whilst motorcycles constitute around 1% of total road traffic, they account for approximately 21% of all KSI casualties. Locally, powered two wheeler (PTW) users account for 81

82 24% (in 2008) of all KSI casualties. Younger age groups experience the highest PTW casualty rates. In 2008 excessive speed was a contributory factor in one-fifth of local PTW accidents which resulted in death or serious injury. Many accidents also occurred because drivers failed to see motorcyclists when turning into or out of driveways and side roads, or at junctions. Part of the problem is due to the fact that car drivers do not always expect to see motorcyclists, and do not therefore look out for them Cycling England awarded the status of England's first Cycling City to Bristol City Council and South Gloucestershire Council in June 2008 (see Cycling Supplementary Document). This is a once in a lifetime opportunity to plan, develop and deliver change in transport opportunities for people living and working in our area. This could lead to life changing opportunities in terms of health benefits for children and adults by reducing obesity, strokes, risk of heart attacks and improving people s general well being However, an increase in the number of people cycling could lead to a corresponding increase in casualties. It is therefore imperative to incorporate the highest achievable standards of road safety provision, training and publicity in all facets of the project The principle of Safety in Numbers is well established on the continent in cities where there are large numbers of walking and cycling journeys. The premise is that pedestrians and cyclists rights are more respected in towns and cities where there are high numbers of pedestrians and cyclists. It suggests that an increase in the number of pedestrians and cyclists on all roads would condition drivers to expect and allow for them. The evidence from European Countries is that it is safer for all vulnerable road users where there are high levels of walking and cycling Most drivers receive no training once they have passed their initial driving test but nearly all recorded road accidents involve a motor vehicle. Many people also drive as part of their work. Experience shows that additional training to improve skills, awareness and attitudes can have beneficial effects for these drivers and reduces the danger to other road users. This is where the hearts and minds approach has a continuing role to play. Child Casualties Figure 4 shows how child KSI casualty reductions in the West of England are currently exceeding the 2010 national target. The total of 22 KSIs in 2009 is 63% down on the baseline figure of 59. The number of child fatalities increased from 1 in 2008 to 2 in Children made up 8.7% of all KSI casualties in the area in 2009 and there is still a need to concentrate on child road safety, recognising in particular the problems experienced by young children: see Box 4A. 82

83 Figure 4. Child KSI casualties in the West of England Child Ksi casualties Child Ksi target Child Ksi's in WoE ave * Figure 5 shows the excellent progress made in reducing KSIs amongst child pedestrians and child car occupants (66% and 83% reductions on the baselines respectively) and the progress made in reducing KSIs amongst child cyclists (30% reduction on the baseline). Child car occupant KSIs form a relatively low proportion of all the child KSIs in the West of England area. The number of child cyclist KSIs is also relatively low but can be susceptible to large annual percentage fluctuations. Box 4A: Problems for Young Children They have difficulty judging speed and distance; They have a lack of vision due to their height; They cross when they do not have clear vision; They believe it must be safe if they can not see a car; They cross diagonally to get to their destination quicker; They do not understand traffic directions or road signs or the language of the road, e.g. pedestrian, rear, amber; Increased dependency on the car has resulted in children growing up with limited experience of being a pedestrian and therefore little knowledge of road safety. 83

84 Figure 5. Child KSI casualties by road user group in the West of England Ksi casualties Ave * Pedestrians Cyclists Car occupants Location of Casualties In 2004 about three-quarters of KSI casualties occurred in built-up areas, i.e. on roads with speed limits of 40mph or less. This definition embraces urban areas and towns as well as most of the West of England area s villages. Road safety problems are concentrated in builtup areas due to greater levels and density of turning movements and higher risk of road user conflict Government guidance issued in March 2003 Tackling the road safety implications of disadvantage required local highway authorities to address the particular road safety problems experienced in disadvantaged areas. There is still evidence of a link between social disadvantage and road accident risk nationally and locally. Generally the most deprived urban wards have greater than average child pedestrian casualty rates; and our consultants UCL/SRA identified higher accident rates amongst young drivers from disadvantaged areas A quarter of total KSI casualties occur outside built-up areas. Road safety issues include higher vehicle speeds on rural roads between villages, poor pedestrian facilities, poor street lighting and the need to facilitate safe accommodation of recreational walking, cycling and horse riding. The rate of traffic growth in rural areas is greater than in urban areas and accident severity is generally higher. Speed Speed is a major issue in terms of accident frequency, severity and levels of perceived risk. In 2004, excessive speed was a contributory factor in around one-fifth of injury accidents, and inappropriate speed 84

85 was a factor in many more. Even where accidents are infrequent, inappropriate vehicle speeds have a significant negative impact on quality of life and neighbourhood liveability Travelling at even a few miles per hour over the speed limit can substantially increase the risk of being involved in a road accident and the subsequent likelihood of serious injury. Excessive speed can also exacerbate the consequences of other forms of bad driving, (e.g. following other vehicles too closely and lack of attention). Effective enforcement of traffic speeds will be a key element in improving local road safety Increased perception of danger also hinders attempts to promote modal shift towards sustainable modes such as walking and cycling. Accessibility also suffers from speeding traffic acting as a barrier to movement Our safety camera work aims to reduce road accidents and casualties through the enforcement of speed limits, reducing the incidence of red light running using camera technology, and driver education programmes. We operate fixed and mobile safety camera units. Some of the RedSpeed digital cameras currently used as red runner cameras can detect vehicles travelling through a green traffic light at an excessive speed as well as detecting vehicles that travel through on red There are currently 37 roadside safety cameras in the West of England - with mobile speed detection cameras being used at another 79 locations. In addition there are 31 red light cameras that detect drivers not complying with road traffic signals. We also operate on 31 community concern sites throughout the West of England area. Casualties fell by 35% from the 1999/2002 average in comparison to the 2007/2008 average on roads covered by safety cameras, and the killed and seriously injured casualties fell by 40.6% A study carried out for the WoERSP by UCL/SRA suggested that there should be an evidence based investigation of all existing camera enforcement sites, both fixed and mobile, to establish their effectiveness and remove or redeploy cameras as necessary. This has been completed, and will continue to be reviewed annually. Opportunities through Partnership Working The WoERSP draws together a range of agencies with a role in road safety including the Avon & Somerset Constabulary, Avon Fire & Rescue Service, Highways Agency, Safecam and a Health Trust representative: see Box 4B. The formation of a successful Road Safety Partnership is seen as key to the further progress on reducing road accident casualties. 85

86 4.28. The Highways Agency plays an active role in delivering safety improvements on its network, alongside the local highway authorities. This includes local network management engineering schemes and educational road safety work. The Agency has set up a South West Campaigns and Events Group within its organisation which has supported and organised over 100 safety events in the last 18 months. The events and campaigns initiated by the group support safety and journey planning initiatives targeting those user groups at most risk on their network. For example, the group attended the Bristol Balloon Fiesta in August 2009, a hugely popular annual event. Their stand was busy throughout the four days, enabling them to deliver safety messages to a wide range of people. Child safety and towing safety were particularly well-received, and general motorway safety was also of interest to many drivers The WoERSP and this JLTP3 aim also to reduce the fear of all accidents so as to encourage further increases in sustainable travel patterns and deliver the greater agenda of sustainability and improved health. In Section 5 we highlight the wide range of initiatives undertaken through partnership working. We see opportunities to build on these and other initiatives in the JLTP3 period. Box 4B: West of England Road Safety Partnership The West of England Road Safety Partnership (WoERSP) was set up in 2006 with the aim of drawing together all of the road safety and other professionals from the full range of organisations involved in road safety and related fields. Through joint working, regular analysis, and reviewing the effectiveness of its work, the Partnership is continuing to optimise its road safety activities. We have learnt from our experiences that partnership working across a wide range of agencies delivers greater outputs which can be much greater than the sum of the parts. The Partnership s Mission Statement is: SAVING LIVES THROUGH SAFER TRAVEL ON OUR ROADS The Partnership aims for: increasing co-operation and wider collaboration between all of the Partners; all Partners to assist in delivering hearts and minds Educational Training and Publicity (ETP) work as part of their core activities; innovative ways of working; comprehensive campaigns across the region to maximise impact and effectiveness, and that bring cost benefits through economies of scale; sharing of best practice and pooling of knowledge; cross boundary route action schemes; improved buying power; 86

87 achieving high rates of return on all road safety investment throughout the Region; best value for the funding available to each partner, in particular by avoiding costly duplication. Following the changes in Government funding arrangements for road safety initiatives from April 2007, the WoERSP local authority partners are responsible for the allocation of funding to all road safety initiatives, including speed and red light camera enforcement, road safety schemes and education, training and publicity measures (ETP). To assist with these changes the WoERSP has agreed: a Partnership Framework in relation to governance and management arrangements; a Service Level Agreement between the WoERSP, Somerset Road Safety Partnership and SafeCam in relation to partnership working arrangements and levels of funding for SafeCam; Operations Protocols governing the deployment and operation of fixed, mobile and red light cameras. 5. Good Practice Social Marketing & Young Drivers Project Young males from deprived communities, as highlighted in research by our consultants UCL/SRA, are responsible for a disproportionate percentage of road traffic casualties. They are highly resistant to traditional road safety messages. Fear appeals don t seem to work and social and cultural factors encourage risk taking and anti- social driving. A partnership between WoERSP and University of West of England was formed to trial a new approach based on social marketing principles to attempt to modify the behaviour and attitudes of the target group. A successful application for a DfT Road Safety Partnership Grant has enabled an extended trial of this approach in a suburb of Bristol with a high level of social deprivation. The key elements of this intervention include: an intensive ethnographic study of young male drivers to understand how driving style interacts with the culture and values of the community; identification of motives and incentives which may lead to better driving; development of appropriate language to engage with the target group; identification of key individuals within the community to impart information; use of In Vehicle Data Recording technology (IVDR) to gather data on actual driving behaviour and how this changes during the project; 87

88 a partnership with Bristol Institute of Advanced Motorists to develop bespoke driver training linked to IVDR outputs; use of social events such as karting sessions to foster group identity; robust evaluation measures built into all aspects of the intervention. The project runs until March 2011 and a full report will be issued following completion. The Wheels Project This project, highlighted by our consultants UCL/SRA as a good practice approach, is aimed at socially excluded young people living in areas showing the highest levels of recorded crime and social deprivation. Trainees are referred by Youth Offending Teams, Connexions and other agencies working with disadvantaged young people. Training concentrates not only on mechanical repair but also on life skills, basic skills, road safety, driving and the law and employment. There are projects based on go karting or mopeds, but awareness raising about road safety is prominent in all the programmes. The Wheels Project also run a Community Vehicle Programme which involves working with groups of young people who have been identified by local practitioners such as youth leaders, school teachers and police officers, as having emotional and behaviour difficulties. Lifeskills Lifeskills is a safety education centre built as a realistic 'village'. It is designed to help children, adults with learning difficulties and older people learn about safety in a fun and practical way - in the home, on the road or during leisure time. The village has a road, shop, houses, a garage (used for drug education), garden, electricity substation, dark alleyway (used for personal safety messages), building site, playground (used for first aid), stream, railway, farm and countryside. Sound effects bring the village to life. The Lifeskills approach is both interactive and 'hands-on' and bridges the gap which often exists between knowledge and behaviour. The WoERSP is eager to ensure that this priceless resource continues and directs funding towards the centre to ensure that a road safety message is delivered. Child Pedestrian Training Child Pedestrian training in Bath & North East Somerset is offered to all Primary Schools, and is carried out by instructors aided by parent volunteers. Children learn a variety of skills including basic traffic awareness, danger on and off the road, and how to use crossing points, both controlled and 88

89 uncontrolled. The training is designed to allow children to cope with current road conditions, rather than seek the ideal place to cross the road, for instance, where there are no parked vehicles. Numbers of year 2 and 3 children trained in the District have risen year on year to a total of 1197 in 2009/10. Numbers of child pedestrian casualties have dropped from 31 in 2004 to 16 in 2008, a 48% reduction. The training employs an innovative electronic voting system to check whether children have learnt the points taught to them through the training exercises in lessons 1 and 5. Hand held consoles similar to those used on the TV quiz show 'Who Wants to be a Millionaire' allow the children to pick answers to road safety questions from a multiple choice menu, both before and after receiving the training. Besides being great fun for the children, this equipment provides a very accurate picture of how effective certain areas of the training are, without the results of the survey being skewed by the kind of peer influences evident in 'hands-up' surveys. The training can then be tailored to address areas where the road safety message may not be being picked up by the children The training programme consists of five lessons the 1st and 5th being an interactive quiz. The three middle sessions are all on road training, lesson 2 is safe places to cross the road/parked cars, lesson 3 is parked cars/safe places and junctions and lesson 4 is a large walk taking in as many road features as possible in order for Year 2 children to practice the Green Cross Code. The interactive quiz, known as Qwizdom, records the before and after results to test the children's general knowledge on road safety. In North Somerset, schools recruit volunteers from their community and ideally a school employee to take on the role of loco parentis. Volunteers are trained to deliver an eight-session training schedule based on the Kerbcraft skills of: choosing a safe place to cross, crossing between parked cars and crossing at junctions. The volunteers are supported with resources and sometimes attendance from Road Safety Officers. South Gloucestershire Council offers Feet First, a child pedestrian training programme that uses roadside training practice to teach road safety skills to children in Year 1 with the help of trained adult volunteers. The training involves teaching the children three important skills: 1. Finding a good place and route to cross the road; 2. Crossing safely between parked cars; 3. Crossing safely near junctions. All training is arranged and delivered by schools, supported by the Council s road safety team, over an 8 or 9 week period. 89

90 Avon Fire & Rescue Service RoadSkills RoadSkills is Avon Fire & Rescue Service's (AF&RS) hard education presentation package. It highlights the most common actions of drivers, passengers, motorbike riders and pedestrians that cause, or contribute to, the increasing numbers of people who are killed or seriously injured on our roads. The presentations are designed to reach out to recognised groups of people in our communities who are at the most risk of being killed or seriously injured when involved in a Road Traffic Collision (RTC). AF&RS comment: we deliver this educational package because of the devastating impact RTCs have on the communities we serve. This is in terms of direct or indirect loss of life, together with the direct impact on AF&RS in: responding to RTCs is a drain on resources which directs them away from community safety work, including the strategy to reduce RTCs; placing firefighters and the community at risk every time we respond to a RTC; and the profound effect on our workforce and their families following attendance at a RTC where a young person has been killed. Safer Routes to School Schools throughout the West of England are on target to have a School Travel Plan (STP) in place by the March 2010 deadline. Officers from the local authorities support schools in completing and reviewing their STPs and ongoing reviews of travel arrangements in an attempt to increase the proportion of children travelling to school by sustainable modes. In Bath & North East Somerset in 2009/10 the Council allocated 525,000 to implement Safer Routes to School engineering measures, including one Zebra, and three Puffin crossings. Four extra Walking Buses were launched during the year, bringing the total number operational in the District to 21. Some schools have more than one (e.g. High Littleton School has two walking buses, and two park and stride). In South Gloucestershire in 2009/10 the Council allocated 270,000 to the Safer Routes to School programme, which included funding for four crossing facilities, pedestrian safety improvements, Traffic Regulation Orders and contributions towards cycle storage facilities at nine schools. In addition to the four schools that already have active walking buses, a further three are setting 90

91 up walking buses in 2010, with a view to them becoming active in the summer term. South Gloucestershire Council is leading a national pilot looking at cyclebased solutions to transport in light of changes to secondary education brought about through the Education & Inspections Act (2006) and has recently delivered a workshop at a national conference following recognition of its work in this area. The Cycle Demonstration City project includes a number of other projects that will link STP and Safer Routes work with the local authority Pupil Participation & Inclusion, and Sustainable Modes of Travel Strategies, enabling pupils to make decisions and implement projects that are relevant to the issues they face. Additional cycle infrastructure in the areas of Oldland Common and Cadbury Heath will be implemented as a result of focused work with pupils in this way. Smartrisk SMARTRISK HEROES combines a large-scale multi-image sound and light show with a live presentation by injury survivors who speak candidly about how injury has changed their lives. It aims to make young people think before they take risks and show them the reality of living with disabilities caused by sports injuries, car crashes, taking part in dangerous pursuits, or just messing around. Their message is clear: what happened to them cannot be termed an accident. Their injuries were not unavoidable, destiny or bad luck. They suffered injuries which were predictable and the result of poor choices. They tell the audience It s your choice, it s your life and it s your responsibility. The show is about developing people s own skills to recognise and manage risks so that they can keep taking smart risks for the rest of their lives. Smartrisk has been used in secondary schools throughout the West of England for the last three years. 20mph Limits Widespread 20mph speed limits are being installed across 2 residential areas of Bristol. In total these two areas cover around 500 streets and 30,000 households. The only roads in these areas that are not going to be the subject of a 20mph limit are those that serve a strategic function carrying through traffic. The decision was taken to use 20mph speed limits as opposed to 20mph zones, because this approach enabled the benefits of lower speed limits to be realised over a wider area than would otherwise have been possible if 20mph zones (requiring traffic calming) were installed. 91

92 This project was initiated with the main aim of making walking and cycling within these residential areas safer and more attractive, thereby encouraging more people to walk and cycle around their own community. It is widely accepted that slower speeds help to reduce the number and severity of those road accidents that do occur, whilst the reduction in traffic speeds should also provide a beneficial effect on local residents health and wellbeing. The development, monitoring and enforcement of the scheme have been conducted in collaboration with Cycling City, Active Bristol and Avon and Somerset Police. The two residential areas chosen for this project have a history of dispersed accident patterns involving pedestrians and cyclists (particularly children) which traditional traffic management and road safety initiatives were unlikely to address effectively. They also have a street pattern which lends itself to a lower speed limit whilst they contain shopping streets, schools, parks and other community facilities which would benefit from lower speed limits surrounding them. Whilst too early to address the success or otherwise of this project, initial reaction from local residents and the wider public have proven favourable. These two areas have been treated as pilot areas, and monitoring is taking place to assess the impact on traffic speeds and volumes, casualties, air quality and noise pollution, and other local health and community issues (by way of a joint household survey conducted with Active Bristol). If these two pilot areas prove successful then this approach may be followed across other residential areas of the City. Accident Remedial Measures at a Rural Location These photographs are of an accident remedial measures scheme introduced in 2005 on a series of bends on the B4464 at Wapley. The scheme involved the laying of high friction surfacing and improvements to the white lining and signing. There were 5 accidents on the bends (including 2 serious) in 3 years before the scheme was put in and none in 3 years after. 92

93 A38 Route Accident Study As part of its annual work programme of accident investigations, the WoERSP identified the A38 route as having one of the highest accident rates of all A and B roads in the area. A detailed investigation of all reported personal injury accidents on the route was undertaken and a road safety action plan was drawn up to address each of the issues identified on a consistent and carefully targeted basis. This approach is being reviewed and if it is deemed to be useful and successful in addressing the casualty problems on a route basis then the partnership will apply this approach to other routes through the area. Casualty Reduction Engineering Schemes The application of engineering remedial measures to accident concentration sites continues to be a cost effective way of reducing casualty numbers, including those involving death or serious injury. Three-year before and after monitoring of reported personal injury accident numbers at treated concentration sites takes place annually. This has shown that the 1.2 million spent on casualty reduction schemes over the four year period 2002/03 to 2005/06, led to a reduction of almost 250 accidents when the three year before periods were compared to the three-year after periods. This means that in effect, the schemes paid for themselves in accident savings within six months. B3130 Barrow Gurney traffic calming In 2007, a traffic calming scheme was introduced at Barrow Gurney, a small village on the B3130 between A370 and A38. This is a popular route for local traffic accessing Bristol International Airport. The road is narrow through the village, with several buildings fronting directly onto the road, and very few sections of footway. The scheme comprised speed tables and vehicleactivated signs, and a 20 mph speed limit, to reinforce an existing priority shuttle system at each end of the village. There were 19 recorded casualties in the three years prior to the scheme, and it was hoped to halve this number. In fact, in the two years since completion there has been only one recorded casualty. Speed measurements at three sites within the village have shown reductions of between 5 mph and 10 mph (85%ile speeds). North Worle, Weston-super-Mare Multi-Agency Area Scheme In 2009, an improvement scheme was introduced in the residential area of North Worle. Working closely with schools in the area, councillors, the Police and local PCSO s, a scheme was developed which included two new zebra crossings, build-outs at a number of junctions, new signs and road markings on the approaches to schools, and vehicle-activated speed limit reminder signs. There was also road safety education input in the schools. 93

94 There had been 24 recorded injury accidents in the three years prior to the scheme. It is too early to assess the effect of the scheme on accidents (none were recorded in the first six months after completion), but speed measurements have shown a reduction of between 2 mph and 4 mph. A similar inter-agency approach has been adopted for a proposed scheme on A3033 Devonshire Road/Drove Road, also in Weston-super-Mare. Skid Resistant Utility Covers A pilot study has been undertaken with a view to replacing existing traditional iron utility covers within the highway with new GripTop covers. Wherever utility covers are placed in the highway they will inevitably impact on one set of road users. They can be a particular risk for motorcyclists and cyclists, especially when positioned within their general riding line, on bends or where braking takes place. Local motorcyclists, the Motorcycle Action Group (MAG) and cyclists have all expressed serious concern about such covers. The new covers provide a similar skid resistance to the road surface within which they sit and therefore reduce the risks that these hazards pose to motorcyclists and cyclists. We have been working with local motorcycling groups, the manufacturers of GripTop covers, and a utility company to replace existing covers which have been identified as a particular concern to riders. Initial reaction has proven extremely positive, with riders now confident to ride over or brake heavily on the covers without fear of slipping. Despite heavy trafficking over the two years they have been in place there have been no instances of the covers failing and the benefits that they provided on day one are still evident. These covers are not significantly more expensive than the standard covers, and should the pilot be deemed successful, then it is likely that these will be recommended as the standard in future. Wessex Water is watching this pilot closely with a view to informing future cover replacement programmes. Other techniques for addressing this issue are also being tested and we are also talking to Devon County Council to share our experience and to compare these different approaches to those that they are testing. Highways Agency Local Network Management Safety Scheme The Highways Agency plays an active role in delivering safety improvements on its network, alongside the local highway authorities. In July 2009 they completed a safety improvement scheme at M5 J20, within North Somerset, which included providing new yellow bar markings, high friction surfacing, dropped kerbs, tactile paving and passively safe posts. Lighting units were removed from sign faces to give a consistent no-lighting approach in the area, adding to the move towards no lighting where possible on the HA network. 94

95 As well as enhancing the appearance of the junction, the scheme is predicted to give an annual Personal Injury Accident saving of 0.49 and will give a return on the investment put into it within the first 19 months. Motorcyclist training In response to the relatively high number of motorcyclist casualties, we employ a Motorcycling Officer, on behalf of the West of England Road Safety Partnership. The officer s sole remit is to deal with the education, training and publicity (ETP) issues surrounding motorcyclists. The Motorcycling Officer arranges free training courses including: advanced motorcycling experience sessions for riders of larger capacity machines. Riders are then referred on to the Institute of Advanced Motorists and RoSPA for further training if they wish. Casualty statistics show that large capacity machines are involved in a high percentage of accidents involving death or serious injury to motorcyclists; both theory and practical training sessions for teenage moped riders. This group has the highest number of overall casualties of any motorcycle group; free training for businesses whose employees ride motorcycles to work. The Motorcycling Officer also works in partnership with the Avon and Somerset Police to deliver: Bikesafe and Ride to Arrive, where motorcyclists can have their riding skills assessed by experienced police officers. Ride to Arrive is a residential weekend, Bikesafe a one-day course. Bikesafe Courses in particular are also offered to clubs and companies where there are groups of motorcyclists and just recently seventeen Bristol International Airport Staff completed the training; and Project Kickstart, which is an educational package aimed at young riders. Rider Performance Days are arranged in partnership with Somerset County Council s Road Safety Partnership. These are held at a local racetrack where riders are taught how to brake, corner etc as well as receiving theory lessons. It is anticipated that well over 200 riders will have attended one of the above training events during 2009/10. A range of other goods and services are provided to motorcyclists to help improve their safety including: 95

96 provision of free high visibility bag covers; subsidised membership to the Institute of Advanced Motorists; a free booklet Motorcycling Road Safety Guide ; airbag jacket competition, in which a 600 airbag jacket can be won in return for riders supplying details of their riding history and accident involvement via a website. The training programme is complemented by the ongoing SMIDSY (Sorry Mate I Didn t See You) signing campaign. Signs displaying THINK BIKE along with the silhouette of a motorcyclist and the SMIDSY logo are moved around to locations where a number of injury accidents have occurred in which road users have failed to observe the presence of motorcyclists. This chart shows how motorcyclist casualties have been decreasing in South Gloucestershire since Number of casualties Motorcyclist casualties in South Gloucestershire Ave Year Keep Your Wheels is a dedicated website designed to appeal to young moped and scooter riders, particularly in areas of social deprivation. By signing on to the website, riders are given incentives to improve their awareness, knowledge and skills and can obtain a range of practical information and advice about clothing, maintenance and how to stay legal. They are also given incentives to get further training and to improve their knowledge. By 2009 some 300 riders had signed on to the site. 96

97 6. Road Safety Strategy Objectives 6.1. 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 powered two wheeler (PTW) users. Broad Based Approach 6.2. To achieve these objectives requires a strategy that provides a broadbased response to road safety problems, extending beyond the traditional Education, Engineering, and Enforcement. Our aim is to seek safety outcomes from the whole range of Council transport activities and from other spheres such as community safety, regeneration and spatial planning. In line with the national road safety strategy ( A Safer Way ) we set out a variety of interventions that will combine to tackle the area s casualty problems. Many of these interventions 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 fund our delivery programmes and achieve the Government s casualty reduction targets. Optimising Delivery 6.3. To optimise road safety delivery we intend to: Continue to optimise our road safety outcomes by working extensively with our road safety partners and colleagues; Further develop and fully embed partnership working into all of our road safety activities (see Box 6A describing work with our health partners); Regularly review and update our working practices for road safety; Extensive, innovative and challenging education, training and publicity programmes, capturing hearts and minds of road users across all age groups; 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. 97

98 Box 6A: Working with the Primary Care Trusts Road safety links four major concerns of today s health service that fall under the World Class Commissioning priorities of improving life expectancy and reducing health inequalities: preventing unintentional injury; increasing activity levels to reduce obesity, coronary heart disease and cancer; tackling climate change; and regenerating communities. Improving the safety of pedestrians and cyclists is an important element of all these agendas. Hospital Episode Statistics reveal a picture of transport injuries that adds to the information about collision injuries recorded on the STATS19 database. The numbers of Emergency Admissions (serious injuries requiring admission to a hospital bed) show the injury burden being borne by our most vulnerable road users - those very travellers we are attempting to encourage and support. The vision and goal of Primary Care Trusts in the West of England is of communities where local facilities are available within easy reach by cycling, walking or public transport. In encouraging higher levels of physical activity, we need to understand more about the non-collision cycling injuries that make up such a substantial part of our transport related injury burden. Priority Themes 6.4. The Road Safety Strategy focuses on the following: disadvantaged areas; child road safety; built-up areas; non-built-up areas; speed management; pedestrians; powered two wheelers (PTWs); cyclists; road safety at work; public transport users As well as considering the different type and location of accidents the strategy takes into account the needs of all road users. 98

99 Disadvantaged Areas Continue to give high priority to road safety work in disadvantaged areas; Remedial measures (traffic calming, child safety projects, mixed priority treatment) developed in consultation with local communities and linked to neighbourhood renewal and regeneration; Education, training and publicity initiatives the hearts and minds approach; Expand the Social Marketing and Young Driver Project across all disadvantaged areas To combat the particular problems in disadvantaged areas, a series of focused measures is needed as well as the wider urban safety management approach described in Where problems arise on busy radial roads there are opportunities to improve safety through the programme of bus showcase routes, including those in our Greater Bristol Bus Network and Bath Package major schemes. There is also scope to link local measures with Neighbourhood Renewal and other regeneration initiatives as well as emerging Mixed Priority Route projects. Child Road Safety Child pedestrian training; Child cycle training in accordance with national Bikeability standards and best practice; Progressive and strongly branded approach to road safety education and training involving parents, pre-school and primary aged children the hearts and minds approach; Promote School Travel Plans and School Travel Strategy; ensure that these Plans remain active for all schools and are fully implemented; Focus efforts on child casualty reduction in the areas where most casualties occur; Safer Routes to School at schools with Travel Plans and assisting schools to target their DfES capital grants effectively; Maintain a high quality and reliable school crossing patrol service. Schools 20mph limits and zones We have taken a pro-active approach towards equipping children with essential road safety skills and participation rates in child pedestrian and cycling training have increased. The Councils lay stress on continuing these important programmes. A comprehensive and far-reaching hearts and minds approach is being continued, starting with pre-school children and following them through primary and secondary schools and on into adulthood. Working jointly will enable resources to be pooled and targeted more effectively as well as creating a single and instantly recognisable brand. 99

100 6.8. Our Child Pedestrian Training aims are to: Teach children how to recognise dangerous locations and understand why they are dangerous; Teach children how to choose routes that avoid danger and reduce exposure to traffic; Increase their understanding so they can deal with a variety of situations; Children learn best if they are allowed to experience things for themselves; Rather than just telling children what to do, we must make sure they understand what to do at the roadside and why These measures link with work on School Travel Plans and the aim to promote health through physical exercise. They also relate closely to implementation of safer routes to school To maintain progress in meeting the child KSI reduction target, there is a need to both carry out Child Safety Audits on an area-wide basis, but to also focus measures on locations where most child KSI casualties occur Further initiatives will focus on improving knowledge of child road safety issues amongst parents (e.g. via guidance on the correct fitting of child seats), and via driver training initiatives aimed at improving driving standards, (see Road Safety at Work in ). We also recognise the important role of school crossing patrols (see Box 6B) Box 6B: School Crossing Patrols School Crossing Patrols are employed and operated throughout the West of England. In Bath & North East Somerset the service is trialling the 'Routesafe' system of pole-mounted video camera designed to record instances of vehicles failing to stop when the patrol is in operation. The video evidence can be used to prosecute offenders and provide a strong deterrent to these very dangerous, but unfortunately fairly frequent, occurrences. Other authorities are also awaiting the results of the trial with a view to rolling out the Routesafe system at other locations. It is hoped that the use of this system may help with the recruitment of staff at some of the more difficult school crossing patrol locations where there is a history of drive-throughs. In South Gloucestershire a programme of training - which was commended by the Investors In People assessors - is applied to all new staff and the whole service also has a half day development training each year. Three supervisor visits are carried out each year when performance is monitored and any uniform and site needs identified. 100

101 Built Up Areas Traffic restraint in town centres; Traffic calming measures; Urban Safety Management approach to casualty reduction including assisting in review of road hierarchy to improve network management; Mixed Priority Route treatment of main roads; ensure consistency across local authority boundaries; Provision of safer routes and crossing facilities for pedestrians and cyclists; 20mph limits and zones; Neighbourhood and town centre renewal schemes designed to give priority to pedestrians, cyclists, improve road safety and quality of life for residents and visitors; Provision of footways, crossing facilities and, where appropriate street lighting, to improve safety in villages; Vehicle Activated Signs at appropriate locations A strategic Urban Safety Management approach will be taken to tackling road safety in built-up areas. A key issue is to ensure that vehicles travel at appropriate speeds and use appropriate roads based on a Road Hierarchy approach. Measures and signage, for example, can be put in place to discourage use of local roads in residential areas. At the same time there needs to be complementary measures on the strategic network to ease congestion and make the appropriate routes more attractive Traffic management schemes will be designed and maintained to contribute towards road safety targets. Road safety programmes and budgets will be twinned with other on-going transport or environmental investment such as showcase route bus priority and town centre and neighbourhood improvement schemes. A programme of integrated treatment by urban "corridors" will be pursued, linked with regeneration and environmental enhancement programmes and backed by public involvement Linked to this corridor improvement approach, the Greater Bristol Bus Network and Bath Package major schemes have the potential to significantly accelerate improvements in road safety as the improved bus corridors will cover many of the routes of greatest casualty concentrations in Bristol and Bath. Junction improvements and priority measures associated with the two major schemes will bring added safety benefits. Road safety and cycle audits along the bus routes will enable additional road safety improvements to be implemented alongside the major scheme proposals Localised action at sites with accident concentrations, for example at pedestrian crossings and near schools, will continue to be taken, but within the context of urban casualty priorities. Pedestrian and cycle 101

102 safety will continue to be improved by providing suitable routes and crossing facilities in urban areas These initiatives will be linked with School Travel Plan activities, street lighting projects, neighbourhood and town centre renewal schemes. It is also recognised that the design of urban safety schemes can have a visual impact on the street scene and affect traffic noise as well as air quality and health campaigns Urban fringe motorways present their own problems and we will continue to work with the Highways Agency through our Memorandum of Understanding on ways and means of tackling road safety issues on the motorway and trunk road network. Non-Built Up Areas Engineering and/or enforcement measures to address casualty rates at rural accident concentration sites; Mixed Priority Route treatment of main roads; ensure consistency across local authority boundaries; Construction of rural footways/cycleways linking communities to local services, schools and bus stops; Signed networks for pedestrians, cyclists and horse riders; Quiet Lanes to reduce potential conflict between rural road users and improve perceived safety Special attention needs to be paid to rural accident concentration sites, such as major road junctions, and roads that change character suddenly. A strategic approach will be taken to speed management in liaison with the police, the Safety Camera Partnership, Parish Councils and other interested parties such as the Cotswolds Area of Oustanding Natural Beauty (AONB) Board and Mendip Hills ANOB Partnership The location of sensitive landscapes and areas of important biodiversity will influence the development of rural safety schemes, as will proposals for village enhancement and Rights of Way Improvement Plan projects. The safety of horse riders needs to be taken properly into account. Speed Management Complete speed limit reviews of A and B road networks and at specific sites such as schools, shopping centres and villages; Implement and periodically review the Speed Management Strategy; Prioritise sites/routes/areas on the basis of casualty trends and excess speeds; Hearts and minds campaign publicity to highlight links between inappropriate speed, accidents and quality of life; 102

103 Continue to provide and develop Speed Choice driver education training to improve driving standards; Introduce traffic calming, speed limits and enforcement measures, (e.g. Vehicle Activated Signs); Continue to review safety camera locations and operations to optimise casualty reduction; Promote the need for effective enforcement policies with police colleagues (e.g. to improve seatbelt wearing rates and to reduce the incidence of mobile phone use while driving and drink/drug driving); Continue to develop and extend the operation of Community Speedwatch; Self-enforcement in scheme design; Simple visual treatments co-ordinated with road maintenance schemes The WoERSP developed and adopted a Speed Management Strategy in 2008 to provide a focused approach to managing the speed of all classes of road user. There is a well established link between inappropriate speed and both the likelihood of accidents and the severity of the resultant injuries. Even where accidents are infrequent, high traffic speed can have a significant negative impact on the quality of life of local residents, and the perception of danger experienced by vulnerable road users The strategy aims to reduce the incidence and effects of excessive or inappropriate speed. The benefits of successfully managing speed include: reduction in the number and severity of casualties on the road; reduction in the demands on the emergency services and in disruption caused by accidents; encouragement of more environmentally friendly travel; improvements in the quality of life for local residents; reduction in community severance One of the key objectives is to alter the attitude of drivers about the speed at which they should drive, and to achieve a more responsible attitude to speed. This will be accomplished by a combination of the three E s of road safety: Education to influence the way in which people drive by making them more aware of the consequences of excessive or inappropriate speed; Engineering to design new roads or improvements to existing roads in a way that encourages safer and more responsible driving; Enforcement to work with the Police to carry out enforcement of speed limits, targeted at locations where there are significant road casualties or where speeding is identified as a major concern by the community. 103

104 6.23. Education remains pivotal to reducing casualties on the roads of the West of England Road Safety Partnership. A course is offered to those caught exceeding the speed limit in 30 mph zones and we are currently offering 60% of those motorists an educational programme as an option to just a fine and penalty points. To date more than 160,000 drivers have chosen to attend a Speed Choice workshop rather than have penalty points on their licence We have also introduced courses for: the professional motorist Business Choice which is aimed at reminding motorists of their duty to other road users; those motorists who travel through a red traffic light; Rider Choice which is currently for the large powered two-wheel rider; it will be our intention to offer this course to all powered two wheelers soon We are also developing a course for those caught driving whilst using a hand held mobile phone. Driver training programmes are considered to be a vitally important initiative in reducing road casualties across the West of England for the wider community. The benefits of this approach are explored in under Road Safety at Work As a part of the Strategy we are in the process of reviewing existing speed limits on all our A and B class roads in accordance with DfT Circular 01/2006, and are on target to complete this review and implement any resulting changes by the end of Review of limits on other roads will then follow In implementing the speed management strategy we will continue to work closely with all of our road safety partners and colleagues. The WoERSP has been successful at reducing vehicle speeds and the number of deaths and injuries on local roads. This has been strongly supported by the integration of safety camera work into mainstream road safety activities. Our strategy also includes use of vehicle activated signs (VAS): See Box 6C. Box 6C: Use of Vehicle Activated Signs Vehicle Activate Signs (VAS) continue to be an effective tool in speed management. There are now around 300 in use across the West of England, comprising a mixture of speed reminder signs and warnings of specific hazards. In addition to fixed signs, there are also a number of portable signs in use, which are moved from site to site where speeding is a concern. More efficient displays have increased the options for power supplies other than mains, and improved technology has made the signs more compact and reliable. 104

105 6.28. A key element in achieving safer speeds is effective enforcement to tackle people who cause danger to other road users by disregarding speed limits. National evidence suggests that those who commit relatively more driving violations also tend to be more involved in road accidents. Local evidence suggests that factors likely to lead to driver error in accidents include mobile phone use whilst driving, driving too close to other vehicles and fatigue Enforcement can take many forms ranging from self-enforcing highway design through to safety cameras, Community Speed Watch (see Box 6D) and road-traffic policing. Effective enforcement and the support of the police will be fundamental in achieving our casualty reduction targets. Box 6D: Police - Community Speed Watch Community Speed Watch gives local people the ability to actively get involved in road safety. A Community Speed Watch can be set up in any village, small town, or urban area, governed by either a 30 or 40 mph speed limit, to discourage drivers and motorcyclists from driving faster than the set speed limit; Community Speed Watch is a partnership between the Community, the Police, Parish Council, and Councils, with an aim to tackle the problem of speeding motorists, therefore improving the quality of life of the local residents; A Speed Watch consists of local residents, who are willing to volunteer a small amount of time each week to monitor speeds with speed detection equipment; Persistent offenders will receive a second warning letter, and on a third occasion, offenders can expect further action by police; The local authorities can loan portable Vehicle Activated Signs to established Speed Watch groups to use for two-week periods of time to support the work that they do Safety cameras in the West of England are funded through the Road Safety Grant which has been provided by the Government as part of mainstream JLTP 2006 to 2011 financial allocations since 2007/08. They are operated by service provider Safecam and the Police, under the overall responsibility of the WoERSP as an integral part of the wider road safety delivery process Speed enforcement using fixed and mobile safety cameras is undertaken in accordance with current DfT Guidance at locations where: there is a history of personal injury accidents; or there is an accident problem at busy road junctions; or red-light running is a safety problem; or there is community concern about danger from speeding. 105

106 6.32. We will continue to work with the police on initiatives to target poor road user behaviour relating to alcohol and drugs: see Box 6E. Box 6E Drink and Drug Driving Enforcement Campaigns Supported by the WoERSP, the Police run two Drink/ Drug Driving Campaigns each year: summer and pre-christmas. The regional agreement and theme for the June 2009 Campaign Operation Tonic - was to focus on the economic consequences for people who are caught drink driving, highlighting that they run the risk of losing their licence, their jobs and ultimately even their homes. There was targeted media coverage and an advertising campaign. The objectives were: to reduce road casualties from drink / drug drive related collisions; to improve driver behaviour and increase education; to enforce Road Traffic Legislation where applicable; to reduce crime in the areas targeted for checks; to work in partnership with Crimestoppers, other Partner Agencies and our Communities. This campaign included analysis of collision hotspots where drink/ drug driving had been a factor; it also included locations that had been identified by the Safer Stronger Neighbourhoods as areas of cause for concern; and was in response to locations identified at Partners and Communities Together meetings. The statistics from Roads Policing Unit indicate that Operation Tonic was a very successful campaign. Pedestrians Continue to develop and deliver Child Pedestrian training; Consider the needs of pedestrians in all transport and highway schemes and make appropriate provision; Implement range of schemes and measures to improve safety for pedestrians; Design schemes and facilities for pedestrians in accordance with best practice guidelines The strategy foresees continuing investment in pedestrian infrastructure ranging from footway widening and new crossings to pedestrianisation. Benefits are also expected from UTMC and schemes to enhance traffic signals. Complementing these will be a range of soft measures aimed at influencing driver and rider behaviour. 106

107 6.34. We will continue our child pedestrian training programmes, safer routes to school projects and general road safety promotion and publicity. Motorcyclists and other Powered Two Wheelers (PTWs) Establish an area-wide programme of road safety education, training and publicity initiatives for both powered-two-wheeler users and other road users; Continue to develop the role and partnership working of the WoERSP Motorcycling Officer; Focus engineering efforts at sites with high proportions of PTW casualties; Ensure scheme designs are consistent with national policy and best practice to meet the needs of motorcyclists; Consider extending PTW usage along bus lanes on proposed showcase routes on an individual scheme basis We will continue to work with motorcycling groups, the police and health services to promote safety issues and mitigate risks to PTW users: see Box 6F. Initiatives include the promotion of Compulsory Basic Training and Advanced Rider Assessment and training courses, notably Bikesafe and Ride to Arrive programmes which are run by Avon and Somerset Constabulary Similarly, we will work to promote to other road users the need to drive responsibly and be aware of the dangers to PTW users. Box 6F: Young Driver and Rider Education Programmes The Avon and Somerset Constabulary have two unique programmes that engage with young drivers and riders and explore how our roads can be made safer. Many road safety educational programmes are classroom based and not always appealing to young road users. Project KickStart and Choice and Consequence use Go-Karts to demonstrate the theory. Project KickStart is delivered to those who ride or wish to ride Motorcycles and Mopeds. Choice and Consequence is delivered to those who drive or wish to drive Cars and Vans or Lorries. The programmes are delivered to young people aged between 16 and 25 years old with the aim of keeping them safe on the road. Those attending the sessions have either elected to attend the programme as an alternative to prosecution after committing a variety of driving offences or have attended as non offenders as part of a proactive campaign to engage with vulnerable road users. These Police led initiatives are supported by Officers from the Road Safety Partnership and have gone from strength to strength, engaging with hundreds of young riders and drivers. 107

108 Cyclists Enhanced programme of adult and child cycle training; Consider the needs of cyclists in all transport and highway schemes; Develop safer cycle infrastructure through the Cycle City Demonstration Project; Deliver the targeted increase in cycle training funded by the Cycle Demonstration Project; Implement a range of schemes and measures to improve safety for cyclists; Design schemes and facilities for cyclists in accordance with best practice guidelines; Investigate and where practical address the full range of risks faced by cyclists including non-collision injuries The Cycling City project recognises that increased cycling could lead to a corresponding increase in casualties. To address this the project includes: infrastructure proposals aimed at improving cycle safety; improvements to cycle safety on feeder routes and throughout our area; signing of cycle routes to assist cyclists and highlight the presence of cyclists to other road users; schools - Bikeability training which will highlight and emphasise safety issues (see Box 6G); adult cycle training with an emphasis on safety to be developed (see Box 6H); link with the Primary Care Trust to deliver a programme of cycle training as an aid to recovery and recuperation, again with an emphasis on safety; Smarter Choices - new infrastructure to provide safer and more attractive routes; Bike It officers working with schools in the Cycling City area - events including Bike Breakfasts, Dr. Bike sessions and Bike Week. Box 6G: Bikeability Training The West of England was designated as a Bikeability area on the very day that Bikeability was launched nationally, and continues to be in the vanguard nationally for Bikeability training. In South Gloucestershire a fully trained team of accredited cycle trainers together with managers and administrative support has been established and is already exceeding the original 2011 target for numbers of children trained. A target to develop adult cycle training has also been established. This has also been achieved in the first year with a pilot training course for adults being run in 2009 and further work is planned for employees of various employers 108

109 throughout South Gloucestershire. The other West of England authorities are actively considering introducing Bikeability. South Gloucestershire Council is also seeking to link with the Primary Care Trust to deliver a programme of cycle training as an aid to recovery and recuperation. The council are the only Bikeability training authority in the country, outside of London, to use Cycle Training Management System (CTMS) for the purposes of on-line booking by the schools for cycle training. All of the above was an important part of the successful bid for the Cycle Demonstration City Project in partnership with Bristol City Council. Box 6H Adult Cycle Training In addition to children there is a need to target training and awareness-raising for adults, particularly those who might be returning to cycling after a number of years. The Councils have developed successful adult cycling training programmes and are working with employers and promoting to individuals the benefits of undertaking such training. We aim to use Bikeability Training to help people to build the skills and confidence they need to cycle on the road We aim to continue capital investment in cycling schemes throughout our area and follow best practice in infrastructure design. In addition to specific safety schemes, the intention is that the needs of cyclists will be integrated into all highway schemes and incorporated into the prioritisation and design processes. Strategic cycle reviews will be undertaken and integrated into schemes where corridor improvements are being introduced We recognise that when we are promoting increased use of cycling, there is a need to ensure that those taking up cycling do so responsibly and safely. It is imperative that we continue to work with our partners such as Primary Care Trusts, Police, transport providers and employers through travel plans to jointly promote road safety awareness for cyclists Safer cycling also benefits other types of road user. Considerate and responsible cycling is particularly important on shared use paths where potential conflict with pedestrians or horse riders can occur. It is also important to promote all-round awareness amongst all road users and educate drivers about the needs of cyclists By working with children we aim to ensure that future generations of cyclists are aware of the dangers, are well-trained and practice safe cycling. The safer routes programme will continue to improve conditions for cycling In partnership working with health colleagues we have begun to consider hospital episode statistics alongside STATS19 data for injuries 109

110 to cyclists. This has highlighted significant numbers of non-collision injuries to cyclists which are not generally reported in the STATS19 data. Further investigation of these issues is needed with a view to: reducing / putting into perspective the fear of collision among potential cyclists; preventing minor bumps, scrapes and inconveniences and so make cycling more pleasant; helping to keep cyclists on the road; empowering cyclists to manage risk effectively; avoiding the serious injuries that do result from non-collision injuries. Road Safety at Work Implement driver training programmes for Council staff; Encourage other large employers to assess occupational road risk and offer driver training for their own staff via the Travel Plan process We believe that a cost-effective way of impacting upon wider driver behaviour and reducing casualties is to work with companies to develop targeted training programmes. Companies undertaking a comprehensive programme of driver training have demonstrated considerable cost savings in terms of accidents, reduced absences and insurance premiums. We will build upon this work and develop a toolkit approach to workplace driver training schemes Fleet driver training programmes can be used to teach advanced and/or defensive driving techniques, but can also raise awareness of issues such as drink and drug driving, speeding, fatigue and fuel efficiency and may usefully link with other initiatives such as Workplace Travel Plans Whilst a key incentive for companies to get involved is financial savings, the benefits are far wider. Such initiatives have important contributions to make towards improving air quality as improved driving with controlled braking and acceleration reduces fuel consumption and in turn emissions. Driver Training Initiatives Young Driver Education - a²om e-learning suite; Deliver Pre-Driver Training courses The West of England Road Safety Partnership will be encouraging the use of a²om by all 17 year olds as part of their learning to drive experience: see Box 6I. This will build on the work undertaken under the Driving Standards Agency backed Pass Plus programme. 110

111 Box 6 I: Atom E-learning for Drivers The a²om (Atom) e-learning suite is a road safety initiative that uses online evidence-based driver education software to challenge the way people think and feel about their driving attitude and behaviour. The aim is to educate people before they gain their driving licence and unsupervised access to a car. It has two main parts: a²om highway with 11 modules and a²om mind with 5 modules. Each module lasts minutes. The e-learning suite is online, so can be accessed wherever there is internet access or it can be teacher-led using the extensive teacher guidance notes as part of an establishment s PSHE/Enrichment process. Alternatively, students can be taken through the software on an individual basis using the student companion We will also continue to carry out other young driver educational initiatives: see Box 6J. Box 6J: Young Driver Education and Training South Gloucestershire Council have recognised that young drivers between the ages of 17 & 24 are a vulnerable road user group and have put in place a number of initiatives: working in partnership with the North Avon Driving Instructors they provide a Junior Drivers course for pre-seventeens and over six weeks at weekends provides six hours of practical driver tuition and six hours of theory. The practical training is provided within a council depot that has a road way system laid out. The courses run throughout the year; in secondary schools they deliver 'For My Girlfriend' to those in Years 11 to 13. This is a road crash casualty extrication presentation which is delivered in partnership with Avon Fire and Rescue Service; in order to provide further ongoing and sustainable support to young drivers, the total cost of a Skills For Life course is refunded to young drivers between 17 and 24 when the course is completed successfully. The worth of the work is shown by the South Gloucestershire accidents stats which show that accidents involving drivers between the ages of 17 & 24 have reduced from a average of 247 per year to a 2008 total of