Chapter 2.8. Transport and Movement

Chapter 2.8. Transport and Movement

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8. Transport and Movement 8.1. Introduction 8.1.1. This chapter of the ES presents the transport and movement assessment for the SBL. A Transport Assessment (TA) has been prepared as part of the ES (Volume 3, Appendix 8.1). This chapter provides a summary of the assessments and conclusions of the TA. The TA has been prepared in line with DfT Guidance on Transport Assessments (2007). 8.1.2. The scope of the assessment has been established by the EIA scoping stage and subsequent scoping responses, details of which are set out in Section 6.3 of this ES. The assessment addresses those impacts that have been scoped in as potentially significant in the context of the SBL; including: Construction phase impacts Operational phase impacts (both with and without AVTM in operation) 8.2. Transport and Movement Chapter Structure 8.2.1. The following section briefly outlines the relevant legislation, policy and guidance that inform the assessment and its findings. This is followed by a description of the assessment methodology. Baseline transport conditions are then described, followed by the assessment of the potential impacts of the SBL. Mitigation measures are then described to address any potentially significant adverse effects along with a consideration of the residual effects on the surrounding highway network. The key findings and overall conclusions of the assessment are then presented in a summary section at the end of this chapter, with supporting information contained within the Transport Assessment and its Appendices. 8.3. Legislation and Other Policy Advice 8.3.1. National, Regional and Local Planning policy is set out in detail in Chapter 7 of this ES and in the separate Planning Statement and TA. Policy guidance relevant to transport and movement includes: National Policy National Planning Policy Framework (NPPF) Regional and Sub Regional Policy West of England Joint Local Transport Plan (LTP3) Local Policy North Somerset Core Strategy Bristol Development Framework, Core Strategy Greater Bristol Strategic Transport Study 8.3.2. The rapid transit scheme is included within the Joint Local Transport Plan and within the Core Strategies for both North Somerset Council and Bristol City Council, with the proposals supporting sustainable economic growth as well as providing an attractive alternative to the car. The JLTP also indicates that without the South Bristol Link, congestion will increase to the extent that investment could go elsewhere. The proposals are also in accordance with the Local Plan which supports an integrated transport network that allows for a diverse modal choice to access jobs, homes and facilities. 8.3.3. A review of the policies which are relevant to the development proposals demonstrate that the proposals accord with and support national, regional and local policies; which stipulate the requirements for a balanced transport system which is in favour of sustainable transport modes and will provide people with a real choice about how they intend to travel. 109

8.3.4. The SBL scheme is proposed to improve accessibility (by all transport modes) to employment areas in South Bristol thus providing business with better connectivity to the remainder of the sub-region and its strategic transport network, including road and rail. The scheme also improves accessibility for residents to employment areas elsewhere in the city, through provision of: a high quality public transport corridor linking to the wider rapid transit network; a highway link between the A370, A38 and Hartcliffe for general traffic; and, new segregated pedestrian and cycling facilities. 8.4. Assessment Methodology 8.4.1. The following section of this chapter outlines the method of approach used in identifying and assessing the transport impacts of the SBL scheme. It provides details of the scenarios assessed and the modelling system used to derive transport forecasts for each scenario. SBL Modelling System 8.4.2. Multi Modal transport forecasts (for the scenarios described in the next section of this chapter) have been derived from the SBL modelling system. Forecasts were derived for a 2016 Opening Year and a 2031 Design Year. The SBL modelling system was developed to represent travel conditions in the vicinity of the SBL scheme and consists of three key elements: a SATURN Highway Assignment Model (HAM) representing vehicle-based movements across the Greater Bristol Area for a 2012 March weekday morning peak hour (08:00 09:00), an average inter-peak hour (10:00 16:00) and an evening peak hour (17:00 18:00); a Public Transport Assignment Model (PTAM) representing bus and rail-based movements across the same area and for the same time periods, month and year; and a five-stage multi-modal incremental Demand Model that estimates frequency choice, main mode choice, time period choice, destination choice, and sub mode choice in response to changes in generalised costs of travel across the 24-hour period (07:00 07:00). 8.4.3. Detailed information about the SBL modelling system (model types, data collection, model validation and forecasting) is provided in the following reports: South Bristol Link Data Collection Report (April 2013) South Bristol Link Local Model Validation Report (April 2013) South Bristol Link Forecasting Report (April 2013). Assessment Scenarios and Years 8.4.4. The SBL forms part of the West of England rapid transit network, together with the Ashton Vale to Temple Meads (AVTM) guided bus scheme and the North Fringe to Hengrove (NFH) rapid transit scheme. The SBL will be operated in conjunction with the AVTM and (subject to consent being secured) the NFH schemes. Do Minimum Scenario 8.4.5. The assessment process does not only consider the effects of the proposed scheme against the conditions as they are now, but also makes the detailed assessment against what is described as the do-minimum scenario ; that is, what could be reasonably expected to have occurred over the same timescale if the scheme did not go ahead. The do-minimum baseline is, therefore, what could be reasonably expected to have occurred if the SBL was not developed. 110

8.4.6. The baseline transport model is based on an assessment of current traffic levels (2012), without the proposed scheme (or AVTM and NFH). This in turn informs the baseline for the TA (and this chapter of the ES) in order to gauge the impact of the scheme as part of the do-something and cumulative scenario assessments. Do-something Scenario ( with SBL the proposed scheme) 8.4.7. The do-something scenario treats the proposed development as a stand-alone scheme, to understand the construction impacts and operational effects of SBL without the operation of the AVTM and NFH guided bus schemes. 8.4.8. As explained above, the SBL will be operated in conjunction with the AVTM and (subject to consent being secured) the NFH schemes. This (do something) scenario has therefore been considered for assessment purposes only; to assist officers at North Somerset Council and Bristol City Council with determination of the planning application and to understand the impact of the scheme in isolation. 8.4.9. At the western end of the scheme, SBL splits into two links. An all vehicle link from the Brookgate junction to A370 and a bus only link between the Brookgate junction and AVTM located to the south east of the Long Ashton Park and Ride site. Both links have been incorporated into the assessment. Cumulative Scenario ( SBL with AVTM ) 8.4.10. The assessment of the cumulative scenario relates to the impacts of the proposed SBL as part of the wider Rapid Transit network, based on the assumption that the SBL will be operated in conjunction with the AVTM and (subject to consent being secured) the NFH schemes. 8.4.11. The full operational effects and benefits of SBL will be fulfilled following completion of the wider rapid transit network. The impacts arising from the addition of AVTM and NFH primarily relate to the bus services that will use both these routes to access the city centre (including associated changes in modal choice) and changes to the pattern of highway movements as a result of the traffic management measures required to facilitate both schemes. 8.5. Baseline Conditions 8.5.1. This section describes the existing transport situation in the area covered by the SBL Package, including the highway, public transport (bus and rail), pedestrian and cycle networks. The existing situation is described in relation to rights of way, physical infrastructure and public transport service patterns. Reference is also made within this chapter to the scheme impact on existing transport provision and infrastructure. Details of the mitigation proposed are provided in Section 8.1.4 of this chapter. 8.5.2. Figure 8.1 shows the approximate extent of the SBL Rapid Transit route, the highway network surrounding it and connections to the Ashton Vale to Temple Meads and North Fringe to Hengrove Rapid Transit routes. Existing Highway Network Highway Layout 8.5.3. The following text identifies the road network affected by the proposed scheme. Key roads and other roads of interest are shown in Figure 8.1. 8.5.4. In order to understand the intended function of different parts of the network and to provide a context for the assessment of the scheme s traffic impact, the roads described below are categorised by their road type classifications. 111

Key Roads 8.5.5. The following key sections of the local highway network were identified in the Scoping Note for the TA as being those likely to be directly impacted by the provision of the SBL scheme: Primary Routes and A Roads (Strategic Traffic Routes) 8.5.6. A370 A strategic route connecting Bristol with the M5 (Junction 21) and Weston-super-Mare beyond. To the north, the A370 links to Brunel Way through Cumberland Basin, and in turn, the A4 (to the M5 north and city centre), and A370 Coronation Road (to the city centre) 8.5.7. A38 Bridgwater Road A single carriageway radial route between Bristol and the M5 (Junction 22) to the south via Bristol Airport. To the north, the A38 continues into Bristol city centre, close to Temple Meads train station and the harbourside area. Minor Classified and Unclassified Roads (Residential Streets and Local Distributor Roads) 8.5.8. Highridge Green - Single carriageway local distributor road (signed from Highridge Rd) connecting the Bishopsworth / Bedminster Down residential areas to the A38. This road is adjoined by residential properties on either side to the north of Sandburrows Road and by residential properties on its eastern side to the south. 8.5.9. King Georges Road - A single carriageway residential road which forms a wide highway land corridor protected for the SBL route. King Georges Road links Highridge Green and Queens Road / Gatehouse Avenue. 8.5.10. Hengrove Way Located south-west of the Hartcliffe Roundabout, a single/dual-carriageway local distributor road providing access to the A4174 from Bishopsworth, Cater Business Park and Hengrove Imperial Park. 8.5.11. Roman Road and Whitchurch Road - Single carriageway local distributor roads connecting Bishopsworth to Hengrove Way and the A4174 at the Hartcliffe Roundabout. Whitchurch Road is used as a local through route between the A38 (via Kings Head Lane) and the A4174 Hartcliffe Roundabout, although there are no direction signs to encourage this movement. 8.5.12. Kings Head Lane - A popular orbital cut-through in south-west Bristol. It comprises a single carriageway with a lane in each direction, adjoined by residential properties on either side. It links Bishopsworth Road / Roman Road to the east with Bridgwater Road (A38) to the west. 112

Figure 8.1: Key & Other Roads in Proximity to SBL Rapid Transit Scheme KEY Key Roads Other Roads of Interest SBL Scheme A370 Ashton Rd A3029 Winterstoke Rd Bishopsworth Rd A4174 Hartcliffe Way / Parson St Kings Head Ln A4174 Hengrove Way Yanley Lane Roman Rd Whitchurch Rd Whitchurch Ln Willis Way A38 Bridgwater Rd Highridge Green King Georges Rd Queens Rd Hengrove Way Hareclive Rd N Other Roads of Interest 8.5.13. The following roads are also of interest as they will either connect to the proposed Rapid Transit Route or will be directly impacted by the scheme. Primary Routes and A Roads (Strategic Traffic Routes) 8.5.14. The following roads connect to provide a route of strategic importance in linking together the south and west of Bristol to the wider network: A4174 Hengrove Way A single/dual carriageway strategic east-west route across the south of Bristol, linking to the A4 east to Bath, and the A37 south to Shepton Mallet. The A4174 continues north along the eastern side of Bristol providing a ring-road link to the M32 and M4 to the north. A4174 Hartcliffe Way / Parson Street A single carriageway radial route, currently the main link between the A4174 ring-road and the A38. It also links to the A370 and A4 via the A3029 (Winterstoke Road). A3029 Winterstoke Road Single carriageway road running from the grade separated junction with the A370 (Brunel Way) past Bristol City Football Club s current stadium at Ashton Gate, linking to the A38 at Parson Street rail station to the south-west. B Roads (Distributor Roads carrying local traffic) 8.5.15. B3130 Barrow Street Connecting the A38 Bridgwater Road at Barrow Gurney to the A370 at Cambridge Batch. This link is shown in Figure 8.2 overleaf. 113

Minor Classified and Unclassified Roads (Residential Streets and Local Distributor Roads) 8.5.16. Queens Road Single carriageway local distributor road adjoined by residential properties on either side for the majority of its length. Queens Road provides a radial link through the Bishopsworth residential area towards the city centre, via Bishopsworth Road and the A38 to the north. 8.5.17. Hareclive Road A single carriageway local distributor road serving the Hartcliffe residential area and connecting Whitchurch Road to the Hartcliffe Roundabout via Hawkfield Road. The route includes a 20 mph zone in the vicinity of Hareclive Primary school. 8.5.18. Willis Way This is an access road serving the Imperial Park retail development in Hartcliffe. It is dualled between Hartcliffe Way and the retail park comprising two lanes in each direction. A single carriageway link is also provided between the retail park and Hengrove Way. 8.5.19. Bishopsworth Road A local distributor road comprising a single lane in each direction, adjoined on either side by residential properties for much of its length. It links the residential areas of Bishopsworth, Withywood, Highbridge, and Headley Park to the south to the City Centre and Bedminster to the north via the A38. 8.5.20. Yanley Lane A narrow country lane connecting the A38 Bridgwater Road (approximately 500m south west of the proposed SBL junction with the A38) to the A370 via Aston Road and the B3128 Ashton Road. As with Barrow Street this link is forecast to experience a decrease in traffic with the SBL in place. Both Yanley Lane and Barrow Street are used as a rat run between the A370 and the A38 despite being unsuitable for carrying large volumes of strategic traffic. Existing Traffic Conditions 8.5.21. Figure 8.2 overleaf shows the approximate alignment of the SBL in relation to Bristol City Centre and the wider road network. 8.5.22. As discussed above, the A370, A38, A3029 and the A4174 represent important strategic connections in the context of the SBL. The A370 connects Bristol with the M5 (Junction 21) and Weston-super-Mare to the south. To the north, the A370 links to Brunel Way through Cumberland Basin, and in turn, the A4 (to the M5 north and city centre), and A370 Coronation Road (to the city centre), The A38 Bridgwater Road connects Bristol to the M5 (at Junction 22) in the south via Bristol Airport. To the north, the A38 continues into Bristol city centre, close to Temple Meads train station and the harbourside area. The A4174 and the A3029 combine to provide a route linking southern and western parts of Bristol to the City Centre and the wider strategic road network via the A370 to the west and A37 and A4 to the east. 8.5.23. During peak periods in particular these roads accommodate large volumes of commuter and business traffic. Consequently, at the key points of intersection between these routes (as shown in Figure 8.2 and described below) road users regularly experience peak period congestion and delays. 114

Figure: 8.2: Surrounding Road Network KEY SBL Primary Road Network A Roads A370 Junctions B Roads Minor Roads Key Intersections A3029 Parson St Gyratory Hartcliffe Rbt 8.5.24. A370 junctions with B3128, A369 and A3029 These junctions are located approximately 1km north east of the SBL alignment. They are a series of grade separated junctions incorporating numerous merges, diverges and priority junctions. 8.5.25. Parson Street Gyratory This is a junction formed by the A38, A4174 Hartcliffe Way and A3029 Winterstoke Road, approx 2km north of the SBL alignment. It comprises a one-way at-grade 3 lane gyratory with signal control at each intersection. There is a contra-flow bus lane on the northern side of the gyratory between the A4174 and the A38 towards the city centre. 8.5.26. Hartcliffe Roundabout This is a 5 arm roundabout formed by the A4174 Hartcliffe Way (north and south), A4174 Hengrove Way (east and west) and Whitchurch Lane. Parking 8.5.27. A number of concerns were raised at the pre-application consultation regarding parking on King Georges Road and surrounding streets. Parking surveys were thus undertaken on King Georges Road and the adjoining streets of Elmtree Drive, Broadway Road and Queens Road. The surveys were undertaken on Wednesday 11th July and Saturday 14th July 2012 between the hours of 0500-0600, 1000-1100, 1500-1600 and 1900-2000. Surveys were undertaken at this location as the proposed scheme has the potential to impact on existing provision. Appendix D of the TA (Volume 3, Appendix 8.1) contains the tabulated survey results. 8.5.28. For both the AM and PM periods the existing parking survey suggests that cars do park on land (along King Georges Road) which is planned to be developed by the SBL i.e. informal parking on the verge and parking on the road side. This observation applies to both weekdays and Saturdays. The scheme has been designed to allow, so far as practical, residents to continue parking in this manner. However, on-street parking will be removed. 8.5.29. The parking surveys suggest that wherever parking is lost on-street, it is unlikely to cause an impact given that there is sufficient space for parking on the verge (which will be formalised) and on surrounding streets. Personal Injury Accident (PIA) Analysis 8.5.30. The Joint Local Transport Plan Progress Report 2011/12 states that the local target is to achieve a 30% reduction in Killed and Seriously Injured across the West of England by 2020 based on the average between 2005 and 2009. This will mean a reduction from 358 to 250 by 2020. In practice the number dropped to 312 in 2010 with a further decline to 258 in 2011. This shows very positive progress although the total of 19 fatalities in 2011 is still perceived as being too high. 115

8.5.31. According to the March 2011 Joint Local Transport Plan 3 (2011-2026), casualty reduction in recent years has been greatest among car drivers and passengers and there have also been reductions in powered two wheeler rider and pedestrian casualties. However, the number of injury accidents involving cyclists has increased (against a backdrop of a 52% increase in cycling trips since 2003/4). Study Area PIA 8.5.32. Bristol City Council provided PIA data for the five year period from 1 st April 2007 to 31 st March 2012 inclusive for a wide area in the vicinity of the SBL route. The search area included the residential areas of Bishopsworth, Withywood, Hartcliffe and Hengrove Park at the southern and eastern extent of the route. It did not include the A38 Bridgwater Road where the SBL is due to cross the A38 or the A370 at Long Ashton at the northern and western end of the route. The search area included King Georges Road, Queens Road, Gatehouse Avenue, Hareclive Road, Whitchurch Lane, Whitland Road, Hengrove Way and Wills Way (see plot in Appendix E of the TA (Volume 3, Appendix 8.1)). 8.5.33. Analysis of the PIA data indicated that there are no existing accident issues on King Georges Road or the section of Whitchurch Lane running to the south of the Hartcliffe Way roundabout junction. The analysis did however indicate that there is an existing accident grouping at the staggered junction formed between Whitchurch Lane, Hareclive Road and Lidl as shown in Figure 8.3 below. Figure 8.3: Hareclive Road to Hengrove Way PIA Locations Supermarket Cater Rd Whitchurch Ln Hengrove Way Whitland Rd Hareclive Rd Key Slight Serious Fatal Accident Accident Accident SBL (approximate route) Contains Ordnance Survey data Crown copyright and database right [2013] N 8.5.34. As shown in Figure 8.3, there is a grouping of six collisions in proximity to the existing priority junctions formed by Hareclive Road and Lidl with Whitchurch Lane. Five of these collisions resulted in slight and one in serious injuries. One of these collisions occurred in 2007, one in 2008, one in 2009, one in 2010 and two in 2011. Five of the collisions occurred during the hours of daylight and the other during darkness. 8.5.35. The existing staggered priority junction formed between Whitchurch Lane, Hareclive Road and Lidl will be modified as part of the SBL proposals. A new signalised crossroad will connect the SBL to Hareclive Road; with the SBL running on a south west north east alignment. Apart from the left turn movement from Hareclive Road (south) to SBL (south westbound carriageway) all other turns at the junction will be prohibited. Whitchurch Lane will connect to the SBL (to the east of the Hareclive Road junction) via a new 3 arm signalised junction. The right turn from Whitchurch Lane to the SBL south westbound carriageway and the left turn from the SBL north 116

eastbound carriageway to Whitchurch Lane will be prohibited. Reducing the number of permitted movements at both these new signalised junctions provides the opportunity to maximise pedestrian provision in this area; at the Hareclive Road junction, crossings will be provided on all 4 arms and at the Whitchurch Lane Junction, crossings will be provided on the south western arm of the SBL and across Whitchurch Lane. A further signalised crossing is also proposed on Whitchurch Lane between the Lidl access junction and Hareclive Road. The crossing facilities are proposed to accommodate pedestrian movements along known desire lines at this location. 8.5.36. The proposed alteration to the road network in the vicinity of Hareclive Road and Whitchurch Lane, as discussed above, present the opportunity to resolve any existing safety issues at the staggered priority junction which may have led to the presence of the identified accident grouping. Existing Public Transport Provision 8.5.37. The following section provides an overview of existing public transport services in terms of route coverage and frequencies. Bus Services 8.5.38. Figure 8.4 shows existing bus routes operating in the south of Bristol. There are no existing bus services that follow significant sections of the SBL alignment. The SBL will introduce a new link between Ashton Vale/Brookgate and Highridge / Hartcliffe which is currently unavailable without passing through the City Centre. Figure 8.4: South Bristol Existing Bus Routes 903 24/25 To City Centre 90 Bedminster 20 Long Ashton Connection to AVTM Knowle Ashton Vale 76 Bedminster Down Novers Park SBL 75 Filwood Park Hengrove 51 Highridge 52 Headley Park Bishopsworth Hengrove Park A1 121 Withywood Hartcliffe 36 515 To Bristol Airport Whitchurch KEY 20 24/25 51 52 75 76 90 121 903 A1 36 515 South Bristol Link Route (where inbound and outbound routes vary, an approximate route line has been used) Map data 2013 Google 117

8.5.39. Figure 8.4 shows that the South Bristol bus network provides access for residents to a range of employment, education, retail and leisure destinations. These services include `Showcase services to the city centre and North Bristol. The SBL BRT service will strengthen this provision by providing a rapid and reliable bus access to the city centre for residents in Hengrove, Hartcliffe, Bishopsworth and Highridge. It is possible that some re-adjustment of the background bus network in South Bristol could occur to take account of the new SBL service, such as frequency amendments and or route changes. However, as the SBL BRT route is largely orbital (rather than radial) in nature, impacts on the coverage of the background network are expected to be beneficial, and provide a positive overall contribution to the public transport network for South Bristol residents, by providing connections to areas to the north (city centre) and west (Long Ashton). The SBL scheme also provides opportunities for journey time benefits to existing bus services which may use part of the route through the provision of bus lanes and bus priority. This may improve patronage and economic viability of existing services or enable the provision of new services. 8.5.40. The bus services shown in Figure 8.4 are summarised in Table 8.1. Table 8.1: Bus Services in South Bristol Route Number Route Summary Proximity to Proposed Route Approximate Weekday Frequency Approximate Saturday Frequency Approximate Sunday Frequency 20 Southmead to Hengrove 24 Horfield to Ashton Vale 51 Bristol Centre to Whitchurch and Hengrove 52 City Centre (Old Market) to Hengrove Park via Imperial Gate 75 Cribbs Causeway to Hengrove via City 90 Broadmead to Hengrove 121 Bristol to Weston-super- Mare via Bristol Airport 903 Long Ashton Park and Ride The route runs along the SBL on Whitchurch Lane This route is in close proximity to the Long Ashton P+R The route runs along the SBL on Whitchurch Lane This route is closest to the SBL alignment passing along Hareclive Road This route is on the SBL alignment at Whitchurch Lane The route intersects the SBL on the Hengrove Signalised Roundabout The route intersects the SBL at the proposed Bridgwater Junction This route is in close proximity to the Long Ashton P+R 30 minutes 30 minutes 30 minutes 20 minutes 25 minutes 30 minutes 20 minutes 20 minutes 30 minutes 60 minutes - - 10 minutes 20 minutes 30 minutes 10 minutes 15 minutes 20 minutes 60 minutes 60 minutes 120 minutes 10 minutes 15 minutes - 118

A1 Bristol to Bristol Airport Shuttle The route intersects the SBL at the proposed Bridgwater Junction 20 minutes 20 minutes 15 minutes 36 Bristol Centre to Withywood 515 Stockwood to Hartcliffe 76 Hengrove to Henbury The route runs along the SBL on Whitchurch Lane The route runs along the SBL on Whitchurch Lane The route intersects the SBL at the proposed Hareclive Junction 20 minutes 30 minutes 60 minutes 60 minutes 60 minutes - 10 minutes 20 minutes 30 minutes 8.5.41. The following services connect residential areas which will be served by the proposed route and therefore the proposed scheme may have an impact on patronage levels; 36 Withywood to Imperial Gate via Hartcliffe and Hengrove Park 52 Highridge to Hengrove Park via Bishopsworth and Hartcliffe 75 Bishopsworth to Hengrove Park via Withywood and Hartcliffe 76 Bishopsworth to Hengrove Park via Hartcliffe Bristol Airport Services 8.5.42. The Airport Flyer (A1) provides a public transport service between Bristol Airport and Bristol City Centre. Since 2007 there has been a steady increase in the proportion of airport passengers using public transport (increase from 8% in 2007 to 13% in 2012) which has occurred primarily as a result of the growth in passengers using the Airport Flyer Service. Nevertheless, the service currently experiences delays at peak times on congested urban roads. 8.5.43. The Airport now has a planning consent that allows its passenger through-put to increase to 10million passengers per year. Bristol Airport has produced a Surface Access Strategy (ASAS) covering the period 2012 2016, addressing the planning obligations (linked to their planning consent) relating to surface access. The aims and objectives of the ASAS are as follows: To secure easy, reliable and efficient access to Bristol Airport for passengers and staff; To increase the use of public transport by passengers consistent with a target of 15% of passengers using public transport at 10 million passengers per annum; To improve access to Bristol Airport for passengers travelling to and from the West of England, the South West of England and South Wales; To reduce congestion and the carbon and air quality impacts of traffic travelling to and from Bristol Airport; To facilitate access to jobs for local communities through the implementation of the Staff Travel Plan; To ensure that the surface access arrangements contribute to the growth of Bristol Airport and enable it to deliver its full potential in delivering air services to the local catchment supporting economic growth. 8.5.44. The South Bristol Link will play a key role in achieving the above aims and objectives; and has the potential to transform surface access to Bristol Airport. The Airport Flyer service would join the segregated section of the South Bristol Link at the A38 junction and travel into the city centre via the AVTM route, gaining considerable improvements in journey time reliability as a result of segregation from general traffic and prioritisation. The southern section of the South Bristol Link will also facilitate improved public transport access to South Bristol, Keynsham, Saltford and Bath 119

8.5.45. As passenger levels increase towards the 10 million mark, the Airport Flyer will be upgraded in terms of both quality and frequency to provide a rapid transit service with a greatly reduced journey time. The Airport Flyer vehicle will meet a similar (although not identical) standard to the BRT service. County Bus Services 8.5.46. The scheme also provides opportunities for improved public transport connectivity between South Bristol and the towns of Nailsea, Clevedon and Portishead; with the SBL route running in close proximity to bus stops along the existing routes outlined in Table 8.2 below. Table 8.2: County Bus Services Serving Nailsea, Clevedon and Portishead Route Number Route Summary Proximity to Proposed Route Approximate Weekday Frequency Approximate Saturday Frequency Approximate Sunday Frequency 354 Bristol to Nailsea via Long Ashton Follows A370 Ashton Road then B3128 and Long Ashton Rd 30 minutes 30 minutes - 357 / 358 / 359 Bristol to Portishead Brunel Way A3029 / A369 Clanage Road 60 minutes 60 minutes - 361 Bristol to Clevedon via Failand 362 Bristol to Clevedon via Long Ashton and Nailsea Follows A370 Ashton Road then B3128 Clarken Coombe Follows A370 Ashton Road then B3128 and Long Ashton Rd 60 minutes 60 minutes - 60 minutes 60 minutes - Rail Network 8.5.47. The SBL crosses the mainline railway from Bristol to Exeter between the Parson Street and Nailsea stations. This will require the provision of a new railway Underbridge as indicated in Figure 8.5. Figure 8.5: Railway Provision in the South of Bristol Temple Meads AVTM route to Temple Meads Long Ashton Bedminster New Railway Tunnel Parson St South Bristol Link Hengrove Park NFHP route to Bristol Parkway Map data 2013 Google 120

8.5.48. The SBL alignment does not follow any existing rail corridors, and none of the key areas on the SBL alignment (Long Ashton, Bishopsworth or Hartcliffe) are currently served by rail services. However it is proposed to link the South Bristol RT route with Temple Meads and Bristol Parkway via other proposed RT routes as follows; Ashton Vale to Temple Mead (AVTM) Will link to SBL at Long Ashton P&R, providing access to Temple Meads Station North Fringe to Hengrove Package (NFHP) Will link to SBL at Hengrove Park, providing access to Bristol Parkway Station. 8.5.49. Connections to these two other Rapid Transit routes are shown in Figure 8.5. 8.5.50. A feasibility study into introducing passenger services onto the Portbury railway (an existing freight-only railway between Bristol and Portishead to the west) concluded it was technically feasible. The study included consideration of a new station at Ashton Gate, close to the western end of the SBL. Suitable pedestrian / cycle links could be provided to the Portbury Railway station from SBL. Cycle Provision 8.5.51. This section provides an overview of the existing provision for cyclists in the vicinity of the SBL route. It identifies where existing provision will intersect or interact with the proposed SBL route. Cycle context 8.5.52. According to official census data between 2001 and 2011, the West of England saw an increase in actual numbers of commuters travelling to work by bike of 66.4% (16,099 to 26,796). In addition, according to recently released DfT statistics, the proportion of West of England residents in 2011/12 who cycle at least once a month stands at 19% - leading all first wave city deal areas. Bristol has several strategic cycle routes connecting to the national cycle network, as well as many local routes with a range of infrastructure including: Cycle lanes along side trafficked roads; Off-road routes; Bus lanes which cyclists and motorcyclists can use; and, Low trafficked routes. 8.5.53. Advance cycle stop lines are included at many signalised junctions in the Bristol area, and efforts are being made to improve this mode through new facilities and marketing initiatives. Bristol has been designated Britain s First Cycling City, with a funding award of 22.8 million which will be invested to make cycling attractive to everyone and to ensure that routes are convenient, legible and easy to use. Cycle Routes 8.5.54. Figure 8.6 summarises the key formal cycle lane route provision in the vicinity of the SBL route based on mapping produced by Sustrans and BCC 1. 1 Bristol Cycle Maps: http://www.betterbybike.info/maps/cycle-maps/bristol 121

Figure 8.6: Cycle Provision in South Bristol To Leigh Woods, City Centre & Floating Harbour 334 33 To East End, Backwell & Felton 334 33 Link to Festival Way To Bedminster & City Centre 123 KEY National Cycle Route (On-Road) National Cycle Route (Off-Road) NCN Route Number Local Route (On-Road) Local Route (Off-Road) SBL Route SBL Proposed Cycle Route AVTM Proposed Cycle Route 8.5.55. National Cycle Network (NCN) Routes 33 and 334 connect Long Ashton to Bristol city centre, passing close to the western end of the SBL. This provides a good radial route from the city centre to areas to the south-west of the city. There are also good north-south radial linkages for cyclists between the city centre and Hengrove Park. This takes the form of both on and off-road provision through Bedminster or via predominately off-road shared path provision on the A3029 Winterstoke Road and A4174 Hartcliffe Way, linking Ashton Vale to Hartcliffe and Hengrove Park. 8.5.56. However, there is currently no provision for an orbital cycle route directly linking Long Ashton and Brookgate to the south-west of the city to Bishopsworth and Withywood to the south of Bristol and providing rural and urban connectivity. There are other Public Rights of Way (PROW) that could be upgraded that could address this network shortfall, but these do not fall within the scope of this project which is to provide a single corridor of high quality transport links, including cycleways. The SBL scheme will provide this cycle linkage, significantly reducing overall cycle times for journeys between these two points. For example, at present a cycle trip between the Long Ashton Park and Ride site and the junction of Queens Road / King Georges Road is 6.5km and would take approximately 26 minutes. 2 With the provision of the new SBL cycle route, the overall distance will be reduced to approximately 3.75km, with an overall cycle time of 15 minutes. 8.5.57. Furthermore, the AVTM scheme will provide good cycle links from the Long Ashton P&R into the city centre via the Cumberland Basin and Harbourside as shown in Figure 8.6. Therefore, the provision of the SBL link will provide an attractive cycle route which in combination with the AVTM scheme will provide a continuous route between Bishopsworth/Withwood and the City Centre. 8.5.58. In addition to the formalised on-road and off-road provision identified in Figure 8.6, the Bristol Cycle Map identifies some other minor roads which are advised for use by cyclists, but which do not have formalised provision of lanes. Along the route, the only minor roads which are advised for use by cyclists which run parallel to the SBL route are King Georges Road, Gatehouse Avenue, Whitland Road and Whitchurch Road in Bishopsworth and Hartcliffe. 2 Based on assumed average cycle speed of 15km per hour: http://www.tfl.gov.uk/assets/downloads/analysis-of-cycling-potential.pdf.pdf 122

Cycling Survey Results 8.5.59. At the pre-application consultation a particular issue regarding cycling across the reserved corridor was highlighted to the project team. The SBL will extend through the reserved strip of land between Queens Road and Whitland Road within Bishopsworth. The strip is a grassed area that is used by local cyclists as a traffic free short cut, through the local street network and is shown in Figure 8.7. Surveys were therefore undertaken to determine the extent of cycling activity within this area. Figure 8.7: Bishopsworth Cycle Surveys Whitchurch Rd Extent of Study Area Queens Rd Gatehouse Rd Hareclive Rd Imagery 2013 DigitalGlobe, GeoEye, Getmapping plc, Infoterra Ltd & Bluesky. The GeoInformation Group 8.5.60. The cycling surveys took place on Wednesday 11 th and Saturday 14 th July 2012 between 0600 and 2000. The combined results are illustrated in Figure 8.8; the tabulated survey data is contained in Appendix F of the TA (Volume 3, Appendix 8.1). Figure 8.8: Surveyed Cycle Movements Greater than 10 Trips Whitchurch Road Whitland Rd Cornleaze KEY Greater than 10 Trips Gatehouse Way SBL Alignment Map data 2013 Google Gatehouse Close 123

8.5.61. The results for the entire survey period indicate that the main cycle movements are those between; Whitland Road and Hareclive Way / Whitchurch Road 26 return movements (31% of total recorded); and Cornleaze and Gatehouse Way / Close 21 return movements (25% of total recorded). 8.5.62. The results indicate that there is potential for the severance of existing north-south cycle movements by the SBL at this location. In order to address this concern, crossing facilities are proposed across the SBL (see Appendix B of the TA (Drawing.CTRAEB_730_HIG_114) (Volume 3, Appendix 8.1)) at the desire lines identified in Figure 8.8 (illustrated by the red arrows). Pedestrian Provision and Public Rights of Way 8.5.63. Pedestrian provision is considered for the route from Long Ashton in the west to Hengrove in the east. Consideration is given to existing footpaths including Public Rights of Way (PROW) and footways which form part of local pedestrian networks. It is noted that all PROW in the vicinity of SBL are footpaths. There are no bridleways in the vicinity of SBL. The approximate locations of the main PROWs in proximity to the SBL route are shown in Figure 8.9. Figure 8.9: Approximate Locations of Public Rights of Way in the Vicinity of SBL KEY Public Right of Way Long Ashton SBL Route (approximate alignment) Brookgate Proposed Footway Route Map data 2013 Google Hengrove Roundabout A38 Hareclive Road Hengrove Park Highridge Common Queens Road Long Ashton to Brookgate 8.5.64. At the western extent of the SBL route, a RT link will connect the Brookgate junction to the Long Ashton Park and Ride (P&R) site and AVTM spur. The Brookgate junction will also provide a new road link to the A370 via a new roundabout junction. This section of the route will pass over agricultural fields. 8.5.65. An existing PROW runs north to south from the P&R site to the west of the industrial units on Brookgate. It connects to Brookgate, Rose Meadow View and areas to the south of the Railway Line as shown in Figure 8.10. This PROW is approximately 830m in length from the P&R Site to the Brookgate Junction. It runs to the east of the proposed BRT link, but some realignment and improvement is proposed. 124

Figure 8.10: Long Ashton to Brookgate PROW provision KEY Long Ashton P&R SBL route Public Right of Way Contains Ordnance Survey data Crown copyright and database right [2013] Brookgate Rose Meadow View 8.5.66. Approximately midway between the P&R site and Brookgate junction, a further PROW footpath connects from the west. This path runs north-east to south-west, linking to Yanley Lane. The new road link connecting Brookgate to the new A370 junction will cross this PROW and also two others to the north-west which connect to it as shown in Figure 8.10. The scheme includes proposals to divert this PROW. Brookgate to A38 8.5.67. From the Brookgate junction, the SBL route will extend southwards under the railway line to the A38. The SBL route links to the A38 (Bridgwater Road) to the north of Castle Farm. The section of the route from Brookgate to the A38 is approximately 1.3km as shown in Figure 8.11. 8.5.68. This section of the SBL route will follow a similar alignment to the existing PROW from the railway line to the Colliter s Brook (approximately 400m). No changes will be made to this PROW which will run to the east of the proposed SBL alignment. From Colliter s Brook the existing PROW, splits with an east-west section connecting to Yanley, running to the south of the landfill site (former quarry) and a north-south section linking to the A38. Both of these sections of PROW will be intersected by the SBL alignment. A series of diversions are proposed to these routes. 125

Figure 8.11: Brookgate to A38 PROW provision SBL route KEY Public Right of Way Contains Ordnance Survey data Crown copyright and database right [2013] A38 to Highridge Common 8.5.69. This section of the route runs from a new roundabout junction formed with the A38 immediately to the north of Castle Farm, to King Georges Road at the junction formed with Highridge Road. This section of the route is approximately 1km and largely comprises agricultural or common land. 8.5.70. The proposed BRT alignment runs parallel to an existing PROW route which runs from the A38 for a distance of approximately 350m. This PROW then forks into two separate links; one connects to Elsberth Drive to the east and the other to areas to the south. All of these sections of the PROW will be impacted by the proposed SBL route as shown in Figure 8.12; with a series of diversions proposed. Figure 8.12: A38 to Highridge Common PROW provision KEY A38 Elsberth Drive Highridge Road SBL route Public Right of Way Contains Ordnance Survey data Crown copyright and database right [2013] King Georges Road Highridge Common Highridge Common to Queens Road 8.5.71. From Highridge Common, the route extends eastwards along King Georges Road to the junction it forms with Queens Road. This section of the route is approximately 450m in length. King Georges Road is a wide street, with wide grass verges on either side of the carriageway with footways behind. These footways extend along the entire length of King Georges Road on either side of the carriageway. 8.5.72. An existing footpath connects Gullon Walk to King Georges Road in proximity to the Highridge Common BRT stop, enabling pedestrian permeability through the residential area. A PROW is shown on OS mapping at the eastern end of the route, linking Broadway Road to Queens Road 126

via King Georges Road. This is a short PROW of approximately 270m in length. It runs along the western edge of Broadway Road and the northern side of King Georges Road. There should not be an impact on this PROW from the BRT proposals as there will be no impact on the existing footways. 8.5.73. These PROWs and other footpaths are shown in Figure 8.13. Figure 8.13: Highridge Common to Queens Road PROW Provision King Georges Road SBL route KEY Public Right of Way Queens Road Contains Ordnance Survey data Crown copyright and database right [2013] Queens Road to Hareclive Road 8.5.74. From Queens Road, the route continues to extend eastwards for a distance of approximately 630m to form a new junction with Hareclive Road. This section of the route is shown in Figure 8.14. Figure 8.14: Queens Road to Hareclive Road PROW Provision SBL route KEY Public Right of Way Queens Road Innox Gardens Hareclive Road Contains Ordnance Survey data Crown copyright and database right [2013] 8.5.75. From Innox Gardens, the remainder of the corridor comprises a wide parcel of grassed land between residential cul-de-sacs served by Goulston Road to the north and Gatehouse Avenue to the south. Several footways exist albeit not adopted footpaths, connecting the cul-de-sacs together via the grassed corridor. These formalised footpaths are ancillary to the adjacent residential development. Consequently, some of these routes are more formalised than others, with some merely comprising sections on worn grass, whilst others are surfaced. The BRT route will intersect two of the formalised surfaced footways as follows; Selley Walk to Gatehouse Close; and, Cornleaze to Gatehouse Way. 8.5.76. Further consideration of these pedestrian routes and proposals to provide crossing facilities in the vicinity is provided beneath the pedestrian survey section overleaf. Hareclive Road to Cater Road / Hengrove Way Roundabout 8.5.77. From the new signalised junction on Hareclive Road, the route will tie back into Whitchurch Lane and the existing roundabout formed with Cater Road and Hengrove Way. This section of the 127

route is approximately 285m. There are no PROW routes marked on this section of the route. However, there are two existing surfaced local footways which will be intersected as follows; Whitchurch Lane (near junction with Hareclive Road) to Whitland Road, Whitchurch Lane to Whitland Road (at Cater Road / Hengrove Way roundabout). These footpaths will be integrated into the new traffic signal design for Whitchurch Lane, Hareclive Road and the SBL as discussed beneath the pedestrian survey section below. Hengrove Way Roundabout to Hengrove Park 8.5.78. For the remainder of the route, the BRT will follow existing roads and there will be no impact on existing footways or PROW. Pedestrian Survey 8.5.79. As a result of an issue raised at the pre-application consultation, a pedestrian survey has been undertaken in the Bishopsworth area, including the reserved corridor of land between Queens Road and Whitland Road. The grassed area is used by pedestrians as a walking route to work, shopping and to undertake recreational activities. The pedestrian survey took place on Wednesday 11 th and Saturday 14 th July 2012 between the hours of 0600 and 2000. The most frequently used routes are summarised (for the entire survey period) in Figure 8.15. The full pedestrian survey data is contained in Appendix F of the TA (Volume 3, Appendix 8.1) and is summarised as follows: Whitchurch Road Whitland Road = 339 pedestrian trips; Cornleaze / Selley Walk Gatehouse Way / Close = 250 pedestrians; and Gatehouse Close Hareclive Road = 61 pedestrians trips. Figure 8.15: Surveyed Pedestrian Movements Greater than 50 Trips Whitchurch Road Hareclive Rd Cornleaze Whitland Rd Selley walk KEY Greater than 50 Trips Gatehouse Close Gatehouse Way SBL Alignment Map data 2013 Google 8.5.80. The route which is most frequently used by pedestrians is that between Whitchurch Lane and Whitland Road. This has shown 339 two way pedestrian trips within the survey period. The survey results also suggest that Hareclive Road was also another popular destination; providing direct access to a retail area. 8.5.81. Table 8.3 summarises the trip purposes that were recorded for pedestrians during the survey. It indicates that the grassed strip alongside Whitland Road is used by people undertaking 128

recreational activities, including dog walking and accommodates a proportion of school journeys on a weekday, plus trips between the Lidl supermarket and surrounding residential areas. Table 8.3: Bishopsworth Pedestrian Activity Survey Activity Surveyed on Weekday Surveyed on Weekend Day Walking 337 157 Dog Walking 83 44 Recreational 38 4 School 32 0 Shopping 15 35 To / From Lidl 52 8 Running 6 4 To / From Work 11 4 To / From Home 1 7 8.5.82. The following crossing points are proposed across the SBL to prevent any severance as a result of the scheme (see also Appendix B of the TA (Drawing.CTRAEB_730_HIG_114) (Volume 3, Appendix 8.1)): Uncontrolled crossing south of Heggard Close Uncontrolled crossing between Selley Walk and Gatehouse Close Toucan Crossing between Cornleaze and Gatehouse Way Uncontrolled Crossing south of Acrebush Close In addition to the above, signalised crossings will be provided on all 4 arms at the Hareclive Road / SBL Junction; and across the south western arm of the SBL and Whitchurch Lane at the Whitchurch Lane / SBL Junction. A further signalised crossing is also proposed on Whitchurch Lane between the Lidl access junction and Hareclive Road. Baseline Conditions Summary 8.5.83. The section presented above describes how the scheme fits within the south Bristol area. It has highlighted that the new transport linkages that SBL will provide will be in addition to those already available. SBL will also give the opportunity for new high quality bus services to operate and for valuable new linkages to be made in the cycle network. 8.5.84. The chapter has also indicated that there will be some impacts from the SBL route on existing PROW and other local footways. The impacts on PROW predominately occur at the western end of the route and the design has been adapted to accommodate for these. Similarly, where other footways are impacted at the eastern end of the route, provision has been made to limit the impact and to integrate these existing footways with the new provision proposed. 8.5.85. The analysis of PIA data for the study area identified an existing accident grouping at the staggered junction formed between Whitchurch Lane, Hareclive Road and Lidl. The proposed scheme will result in changes to the road layout and operations at this location which is expected to assist in mitigating the existing problem. 129

8.6. Identification and Assessment of Likely Significant Effects - Transport Impact Assessment 8.6.1. This section provides an assessment of the highway impacts (motorised road users) of the proposed scheme. The impacts will be addressed in two stages in accordance with the scoping discussions with the Local Highway Authorities; Transport impacts during construction Operational transport impacts once the scheme has been implemented. Construction Impact 8.6.2. Transport related impacts are likely during the construction stage albeit that these will be of a short term and temporary nature, occurring in close proximity to the proposed SBL route. Impacts will occur as a result of requirements to implement temporary traffic management measures and to facilitate access to the proposed route and construction compounds by site workers and large construction vehicles. Potential temporary impacts include: Traffic flow changes and associated road safety implications Reduced accessibility (to green space, residential areas and business) Severance of existing footpaths, PROWS and cycle routes Change in mode choice (as a result of the above) 8.6.3. In order to minimise the impacts during the construction stage, a Pre-Construction Environmental Management Plan has been prepared by Halcrow on behalf of NSC and is submitted as part of the SBL planning application. This sets out the requirements for a Traffic Management Plan, with Section 2.9 of the document stipulating the following: A Traffic Management Plan (TMP) will be produced by the principal contractor (PC) in advance of the construction activities. This should in detail provide information about traffic and pedestrian management as well as proposed diversion and access routes. The PC in advance of the construction works should coordinate with the local authority, emergency services, public and transport organisations to minimise any negative impacts that may rise as a result of the construction activities. In addition to this, the PC should develop a Green Travel Plan (GTP) to ensure a sustainable travel approach to the site is implemented. These measures include how workers travel to/ from site by the use of car sharing/ public transport and how deliveries and removal of materials and equipment to site are managed. The benefits of the GTP include a reduction in travel cost, a reduction in traffic/ car parking issues near the site and an improvement in the sustainability and marketability of the SBL scheme for both the PC and Client. Operational Impact 8.6.4. The operational effects of the scheme on pedestrians, cyclists and public transport, both in terms of impacts and improved opportunities for travel by these modes has been considered in Chapter 4 (Description of the Development) and in Section 8.3 above. The following section of this chapter considers the impact of the scheme with regards the highway network (traffic flow changes and capacity assessments) accessibility and public transport journey times. Scheme Forecasts 8.6.5. Multi modal transport forecasts for the scheme have been derived from the SBL modelling system as discussed earlier in this chapter. Forecasts have been derived for the following 3 scenarios and these forecasts form the basis of the operational traffic impact assessment presented below: Do Minimum Scenario Do-Something Scenario Cumulative Scenario 8.6.6. The impacts and benefits, relative to the Do Minimum Scenario, are greater in the Cumulative Scenario compared to the Do Something Scenario. This chapter concentrates on the impact of the cumulative scenario, which assumes construction of all three elements of the West of 130

England Rapid Transit (Metro Bus) network. However, as the design of the NFH package has not yet been progressed to the same level of detail as SBL or AVTM, the NFH package has not been coded (modelled) in the SBL modelling system. A qualitative assessment with regards the additional impacts associated with the NFH scheme is therefore provided. 8.6.7. The Cumulative Scenario also represents the most realistic scenario as the SBL will be operated in conjunction with the AVTM and (subject to consent being secured) the NFH schemes. Whilst both the impacts and benefits of the Cumulative scenario are greater than the Do Something scenario the differences are generally minimal. Appendix G of the TA (Volume 3, Appendix 8.1) provides a series of tables highlighting the differences between the Do Something and Cumulative scenario forecasts. It also includes a series of plans showing the traffic flow forecasts for all of the assessment scenarios. Assessment Methodology 8.6.8. The objectives for the South Bristol Link scheme include reducing congestion in South Bristol and adjacent areas of North Somerset; and to improve accessibility from these areas to the City Centre and to strategic transport links. The operational analysis presented in the remainder of this section demonstrates the extent to which the scheme, as part of the Cumulative Scenario, achieves these objectives. 8.6.9. The assessment undertaken comprises the following 2 elements: Highway Impact providing an overview of forecast traffic flow changes and associated capacity implications on key links which form part of the surrounding highway network; and. capacity analysis of new / modified junctions which will be formed between the scheme route and existing roads. Public Transport and Accessibility Improvements Providing model forecasts with regard bus patronage and journey time savings Highway Impact Traffic Flow Changes 8.6.10. The TA includes a series of figures (Figures 6.1 to 6.10) and tables (Table 6.1 and 6.2) summarising the forecast change in traffic flows on the road network, in the vicinity of the SBL route, in the Opening (2016) and Design (2031) Years. The analysis demonstrates the function of the SBL, particularly the new road link between the A38 and the A370, in reducing traffic levels on surrounding residential streets, along congested routes and on unsuitable roads. This is achieved as traffic reassigns to the SBL from adjacent routes. 8.6.11. Analysis has been confined to traffic flows forecast by SATURN modelling (the highway element of the SBL modelling system) in the following peak periods: AM Peak hour: 08:00 09:00 Average Inter Peak hour: 10:00 16:00 PM Peak hour: 17:00 18:00 8.6.12. A detailed analysis of the changes in traffic flow patterns has been undertaken for the AM Peak and PM Peak hours (reported in the TA) as these are busier than the inter-peak period. This includes a Select Link analysis which shows where traffic travelling on particular sections of the SBL originated from and travels to, in addition to a comparison with the routes that those trips would have taken without the provision of the scheme. A summary of this analysis and the outcomes is provided below. 8.6.13. The SBL provides an alternative connection between South Bristol (including the residential areas of Bishopsworth, Hartcliffe, Withywood and Highridge), the A38 and the A370. At present the most direct alternative route is along the congested A3029 Winterstoke Road via the Parson Street gyratory and along either the A38 Bridgwater Road or the A4174 Hartcliffe Way. Traffic also uses Barrow Street or Yanley Lane to travel between the A38 and the A370. 131

South Bristol 8.6.14. As traffic reassigns to the SBL (designed to Urban All Purpose Road standards) in south Bristol, a reduction in traffic flows is forecast along surrounding residential streets, most notably along Whitchurch Road, Bishopsworth Road, South Liberty Lane, Kings Head Lane and Highridge Green. These streets currently function as minor (residential) distributor roads, accommodating traffic travelling between surrounding residential streets and the wider area via the A38. These streets will continue to perform this function with the SBL in place, albeit to a lesser extent, with the SBL designed to a higher standard and providing a more appropriate alternative particularly for journeys to/from the west. Due to the residential nature of these streets and their proximity to local schools, the SBL will generally provide important environmental and safety benefits associated with reduced traffic flows. New SBL Road Link (A370 to A38) 8.6.15. The new road link connecting the A370 to the A38, has the function of formalising the point at which traffic travels between these two Primary Routes, west of the Parson Street Gyratory and A3029 Winterstoke Road. Traffic is forecast to reassign to the SBL from Yanley Lane and Barrow Street. Without provision of the new SBL road link, these two roads will continue to be used by peak hour commuters to travel between the A370 and the A38; a function intended for neither of these roads. The capacity implications of the forecast flow changes along the A370 corridor (the short stretch between the SBL roundabout and the A3029 Brunel Way) are considered later in this chapter. 8.6.16. The SBL also attracts traffic currently using the congested A3029 Winterstoke Road to travel between South Bristol and the A370 / A4. Nevertheless, the forecast reduction in traffic along Winterstoke Road does not fully reflect the extent to which this occurs, as traffic from other routes reassign to Winterstoke Road as a result of the spare capacity created by the reassignment of traffic to the SBL. This reflects the level of suppressed demand for travel along the Winterstoke Road corridor during both the AM and PM peak periods. 8.6.17. Whilst measures to lock in the in the benefits of reducing traffic volumes on surrounding residential streets, along congested routes and on unsuitable roads have not been considered for the purpose of this TA, the SBL scheme provides an opportunity for such measures to be considered and implemented in consultation with local residents and businesses. Conversely, there would be no opportunity for such measures to be implemented without the SBL scheme in place. Measures at the disposal of the local highway authorities include traffic calming, change in junction priorities, lower speed limits and parking restrictions; all of which could contribute to reducing the attractiveness of using alternative routes to the SBL, particularly for non local journeys. Bristol City Council have already outlined their willingness to make a commitment to implement traffic management measures as follows: Consideration will be given to introducing waiting and loading restrictions on South Liberty Lane, subject to consultation with local businesses and residents. Through the protection of junctions with side roads and business entrances, inconvenience to businesses through inconsiderate parking can be reduced. In order to protect the neighbouring Ashton Vale residential area, a residents' parking scheme will also be considered, in consultation with residents. It should be noted, however, that the Metro Bus stops that will be provided near the bottom of Brookgate will provide a public transport alternative not currently available, along with better pedestrian and cycling access, reducing the perceived necessity of using private vehicles to reach this area. Capacity Analysis 8.6.18. The analysis of forecast traffic flow changes showed that the SBL will have the effect of reducing traffic levels on surrounding residential streets, along congested routes and on unsuitable roads. The SBL is also shown to alter the traffic flow profile along the A370 corridor (the short stretch between the SBL roundabout and the A3029 Brunel Way), as traffic reassigns from adjacent routes. Flows are forecast to increase along certain sections of the A370 whilst decreasing along others; with a negligible change forecast across the Cumberland Basin. 132

8.6.19. Link capacity forecasts have therefore been derived from the SATURN Highway model to determine the impact of the SBL along the A370 corridor. Capacity results are presented in following section of this chapter. 8.6.20. Stand alone junction capacity assessments have also been undertaken where the SBL route intersects existing roads, to determine opening year and design year operating conditions at the newly proposed junctions. The results from these assessments are presented following the link capacity analysis. Link Capacity Analysis 8.6.21. Link capacity forecasts have been derived from the SATURN Highway model for the A370 corridor between the Ashton Vale Park and Ride and the Cumberland Basin. The assessment area is shown in Figure 8.16 below and comprises the following: Ashton Road / Brunel Way Interchange (A370 / B3128) Brunel Way / Winterstoke Road / Ashton Road / Clanage Road Interchange (A370 / A3029 / A369) Jessop Underpass (A370 / A3029) 8.6.22. The three locations identified are grade separated and therefore accommodate merging, diverging and weaving traffic movements of vehicles joining and leaving the A370. Whilst Junctions and LinSig software have been used to assess the capacity impacts at roundabout and signalised junctions on the SBL route, these programs are not suitable for assessing the A370 merging and diverging movements. Link capacity results from the SATURN highway model have therefore been used to understand in greater detail the impacts of the SBL at this location Figure 8.16: A370 Assessment Area 3 2 1 Map data 2013 Google 8.6.23. At present, the A370 operates close to capacity (along certain sections) during peak periods and consequently a minimal increase in traffic is forecast up to 2031, whether the SBL is constructed or not. The volume of traffic using the A370 corridor is generally controlled (particularly in a northbound direction during the AM Peak) by the capacity of the A3029 Brunel Way as it crosses the River Avon. In turn, flows along the A370 mainline limits the amount of traffic which is able to enter the A370 via the priority controlled on-slips shown in Figure 8.16. 8.6.24. The link capacity results derived from SATURN are presented in Tables 8.4 and 8.5 for the opening and design years respectively. The tidal nature of the A370 corridor is evident from the results provided; with traffic flows forecast to be higher in a northbound direction during the AM 133