Redclif Quarter Bristol

Transport Statement

May 2021

REDCLIFF QUARTER, BRISTOL

TRANSPORT STATEMENT

May 2021

CONTENTS

1. INTRODUCTION 1

2. SITE DESCRIPTION AND LOCAL HIGHWAY NETWORK 4

3. ACCESSIBILITY 9

4. TRANSPORT POLICY CONTEXT 14

5. DEVELOPMENT PROPOSALS 27

6. PARKING AND SERVICING 29

7. TRAFFIC IMPACT 32

8. MITIGATION MEASURES 37

9. CONCLUSIONS 38

FIGURES 1. SITE LOCATION PLAN - STRATEGIC CONTEXT 2. SITE LOCATION PLAN - LOCAL HIGHWAY NETWORK 3. WALKING CATCHMENTS AND LOCAL FACILITIES

APPENDICES A. ROAD TRAFFIC ACCIDENT DATA B. CYCLE FACILITIES C. BUS TIMETABLE D. PROPOSED DEVELOPMENT PROPOSALS E. TRICS DATA

© Key Transport Consultants www.key-transport.com

1. INTRODUCTION

1.1 Key Transport Consultants (KTC) is retained by McAleer & Rushe on behalf of Redcliff MCC LLP to provide transport advice for a major development of a brownfield site referred to as Redcliff Quarter in central Bristol. This Transport Statement (TS) has been produced to accompany the planning application for the proposed residential-led mixed-use development.

1.2 The application site forms parts of a wider urban block bounded by Redcliff Street to the west, Three Queens’’ Lane to the south, St. Thomas Street to the east and Thomas Lane to the north, commonly referred to as Redcliff Quarter. The majority of the urban block has been subject to a number of previous planning applications over the past twenty years. Of most relevance, in 2016, two planning applications were submitted (reference 16/02349/F and 16/02964/F) for the redevelopment of the land south of Braid House and Kiln House (Redcliff Quarter Phase 1), within a series of buildings identified as Blocks A – H and K (See Image 1.1 overleaf). Two separate applications were submitted to reflect separate freehold interests at the time of submission with application 16/02349/F relating to Blocks A, C – H and application 16/02964/F relating to Block B. Across both application sites, a total of 317 apartments, a 186-bed hotel, cafes/restaurants, a food hall, office space and associated public realm works and infrastructure, including a new east-west street through the application site, were proposed. Planning permission for both applications was granted in 2017.

1.3 Subsequent to the approval of applications 16/02349/F (Block A, C – H) and 16/02964/F (Block B), a series of applications have been submitted pursuant to section 73 of the Town and Country Planning Act 1990 to vary the approved development, increasing the number of units approved within the development, altering the design, amending the phasing of development and altering access arrangements (17/06948/X; 17/06950/X; 18/04651/X and 18/05982/X).

1.4 Planning permission 18/05982/X has been implemented in respect of the construction of Block A. Planning permission 17/06950/X has been implemented in respect of the construction of Block B. Together, the construction of Blocks A and B constitute Phase 2 of the Redcliff Quarter redevelopment (Phase 1 being the construction of Sampson Court, now known as Braid House and Kiln House). Block C benefits from planning permission for the erection of a hotel (18/05982/X), however, construction on this phase of the development has not commenced. Block C does not form part of the current application.

1.5 The current application site relates to Blocks D – H and K on Image 1.1 overleaf.

1.6 KTC was transport consultant to Redcliff MCC LLP in relation to the above referenced applications. KTC provided a joint Transport Assessment (TA) dated April 2016 for planning applications 16/02349/F and 16/02964/F.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 1

Image 1.1: Block References for Extant Planning Permission

1.7 By way of background, KTC was also transport consultant to The Carlyle Group on a previous planning application for the area (App. Ref. 08/04916/P) for a mixed-use development, which was granted consent in April 2010. This application was accompanied by a TA and Interim Travel Plan (ITP) both dated December 2008.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 2

1.8 This statement continues in Section 2 with a description of the site and local transport network. The accessibility of the site for public transport users, pedestrians and cyclists is considered in Section 3 whilst Section 4 sets out the transport policy context. Section 5 describes the proposals for the site including access and highway improvements.

1.9 Parking and servicing provision is set out in Section 6. Traffic impact is assessed in Section 7 and mitigation measures are considered in Section 8. Finally, conclusions drawn from the study are provided in Section 9.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 3

2. SITE DESCRIPTION AND LOCAL HIGHWAY NETWORK

2.1 The development site is located in Redcliffe, south of Bristol’s main city centre shopping area. The Redcliffe area is a mixture of modern and historical buildings and streets, and is dominated by the 15th Century St Mary Redcliffe Church, the tallest building in Bristol and one of the largest parish churches in the country.

2.2 Formerly an area of warehousing and light industry, the surrounding buildings are now predominantly offices and flats, with a few retail units. Redevelopment of the area is ongoing and several new office blocks and flats have been constructed around the site. A student accommodation block is currently under construction on St Thomas Street.

2.3 The location of the development site can be seen in a strategic context in Figure 1, and a local context in Figure 2.

Local Highway Network

2.4 The site is bounded by public highways on three sides including Redcliff Street to the west, Three Queens’ Lane to the south and St Thomas Street to the east.

2.5 The buildings in the area are very spaced out, allowing wide single carriageway roads to dominate the urban environment. The three roads bounding the site, average a width of approximately 12m, with 3m footways along either side. On-street parking bays are marked out but when these are occupied by few if any cars, the road has a very wide appearance. Consequently the roads and traffic dominates the street scene. The adjoining photograph shows Three Queens’ Lane before the commercial uses on the Redcliff Quarter site were demolished.

2.6 All the roads in the vicinity of the development site are subject to a 20 mph speed limit and have street lighting.

2.7 The roads surrounding the development site have historically been used to rat-run between the A420 Old Market Roundabout, B4053 Victoria Street and Redcliff Hill/Redcliffe Way, avoiding the often heavily congested route through Temple Circus. The Temple Circus gyratory has been replaced with two traffic signal controlled junctions. The northern junction is the Temple Gate/Victoria Street/Temple Way/Friary junction and the southern junction is the Temple Gate/Redcliffe Way junction.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 4

2.8 The B4053 Victoria Street is one of the main routes into the Broadmead city centre shopping area and has been an important north – south link across the Floating Harbour on Bristol Bridge from the A4, A37, and Temple Meads station to areas in central and north west Bristol. The recent closure of Bristol Bridge to general traffic, as an experimental Traffic Regulation Order (but expected to be made permanent), will have had an impact on traffic flows on Victoria Street.

2.9 Redcliff Street previously met the B4053 Victoria Street at a left-in/left-out priority junction but, as part of the Bristol Bridge closure, the junction now allows all movements, albeit, private vehicles are not currently permitted to cross Bristol Bridge. Victoria Street also meets St Thomas Street East at a priority ghost island junction.

2.10 Redcliffe Way is in places a dual carriageway standard east – west route which connects Queen Square to Temple Gate. To the west of the St Mary Redcliffe Roundabout, Redcliffe Way is a key public transport link, with the majority of routes travelling between Redcliffe Way west and Redcliff Hill.

2.11 The A38 Redcliff Hill is a north – south dual carriageway link between Bedminster and south west Bristol to central Bristol and destinations beyond.

2.12 Redcliff Street meets Redcliffe Way and Redcliff Hill at the St Mary Redcliffe Roundabout. Three of the four approaches to this junction are dual carriageways. The junction has zebra crossings on all arms, with the Redcliff Street crossing forming part of the Brunel Mile, a pedestrian and cycle route between Temple Meads Station and the Harbourside.

2.13 The junction is a busy link for traffic travelling around the city centre, and normally experiences very high pedestrian movements in the morning and evening peaks as it lies on the main pedestrian route between the city centre and Temple Meads Station. The pedestrian priority afforded by the zebra crossing of Redcliff Street can result in peak hour traffic queuing back along Redcliff Street and Three Queens’ Lane.

2.14 It has been a long-standing aspiration to replace St Mary Redcliffe Roundabout with a traffic signal controlled junction as part of a scheme to upgrade Redcliffe Way.

Parking Provision

2.15 At present, with various construction work ongoing on and adjoining local roads, the existing on-street parking provision is reduced from levels of provision prior to the commencement of the redevelopment works. The pay and display parking spaces cost £4.00 for a maximum 2 hour stay from 0800 – 1800hrs and £3.00 as a flat rate between 1800hrs and midnight. There are some 50 pay and display spaces in the adjacent streets.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 5

Traffic and Speed Surveys

2.16 At the time of writing the Covid-19 pandemic has meant that new traffic surveys of local roads have not been undertaken. The results of new traffic surveys would not be considered to be representative of normal conditions. At present, the ongoing construction works at Redcliff Quarter, St Thomas Street and the installation of the district heating main along Three Queens’ Lane would have an impact on survey results. Also, the recent closure of Bristol Bridge is considered likely to have had an impact on traffic flows on roads in the Redcliff Quarter area. Based on observations in December 2020 it appeared that the closure of Bristol Bridge to general traffic is taking time to take effect with a number of private vehicle drivers appearing to ignore or be unaware of the new restrictions.

2.17 The following text is taken from the April 2016 TA which was prepared for the Redcliff Quarter planning applications 16/02349/F and 16/02964/F referenced in Section 1 above. The TA is based on the findings of surveys undertaken in 2015 prior to the pandemic, the completion of the initial phases of the Redcliff Quarter development to the north of the application site (Braid House, Kiln House, Blocks A and B) and closure of Bristol Bridge and must therefore be treated with caution.

2.18 Automatic traffic counts (ATCs) were undertaken over a seven day period starting 1 July 2015 in the following four locations:

• Redcliff Street north (between Ferry Street and Thomas Lane);

• Redcliff Street south (immediately north of Portwall Lane);

• Three Queens’ Lane;

• St Thomas Street (immediately north of Mitchell Court). (Note: The ATC tube only commenced reading on Tuesday 2nd July and so the Weekday flows are an average of 4 days’ data)

2.19 The average weekday flows for the morning and evening peak hours are shown in Table 2.1.

Table 2.1: Average Weekday Flows July 2015 Morning Peak Hour 08:00-09:00 Evening Peak Hour 17:00-18:00 Road N’bound S’bound Two Way N’bound S’bound Two Way Redcliff St (N) 188 77 265 140 109 249 Redcliff St (S) 264 191 455 178 151 329 Three Queens’ Lane 213 205 418 213 137 350 St Thomas St 182 310 492 199 214 413 Note: N’bound flows on Three Queens’ Lane are E’bound and S’bound flows are W’bound

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 6

2.20 The above flows can be compared with those undertaken in 2007 (September and December) at the St Thomas Street East/Victoria Street junction, Redcliff Street/Victoria Street junction and at the St Mary Redcliffe Roundabout. The count locations are not directly comparable but Table 2.2 below sets out a summary comparison of the two way traffic flows from 2007 and 2015.

Table 2.2: Comparison of 2007 and 2015 Weekday Flows Two Way Flows Morning Peak Hour Evening Peak Hour Road 2007 2015 2007 2015 Redcliff St (N) 379 265 822 249 Redcliff St (S) 930 455 827 329 St Thomas St 601 492 509 413

2.21 As indicated above, the count locations are not directly comparable but the comparison shows that in all cases the 2015 traffic flows are significantly lower than those surveyed in 2007.

2.22 Morning and evening peak hour site visits undertaken in 2015 suggest that the Brunel Mile pedestrian/cycle route crossing at the southern end of Redcliff Street at the zebra crossing is significantly delaying vehicles from gaining access to and from Redcliff Street at the St Mary Redcliffe Roundabout. This is probably an explanation for the lower flows with drivers potentially diverting elsewhere as a result. This matter was noted in the 2008 TA but our perception is that the pedestrian and cycle flows have increased since that time.

2.23 The July 2015 traffic surveys also measured traffic speeds. In the locations surveyed, the 85th percentile speeds, i.e. those speeds only exceeded by 15% of drivers, were generally in accordance with the 20mph speed restriction although on Three Queens’ Lane, in particular, the speeds were above the limit (about 26mph).

Accident Data

2.24 By law only personal injury accidents (PIA) have to be reported to the Police. The Police produce accident report forms that are submitted to the Local Highway Authority which is responsible for analysing the data and undertaking any accident remediation work that is required. Accident data has therefore been obtained from Bristol City Council (BCC) for the three roads adjoining the site for the three-year period from 1 July 2017 to 30 June 2020. The data is included at Appendix A.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 7

2.25 There were 22 slight collisions in the three-year period in the area surrounding the site, stretching from Counterslip to St Mary Redcliffe Roundabout. All collisions appear to have involved driver error, with most of these occurring at junctions. The majority of collisions occurred at junctions away from the site frontage. No collisions were stated as serious or fatal.

2.26 From the collision report it can be observed that some drivers are travelling too quickly, and the current wide nature of the roads does not discourage this.

2.27 A total of 14 collisions involved cyclists. A number of the collisions were caused by vehicles not leaving sufficient room when overtaking cyclists. The largest concentration at five slight collisions was recorded at the Victoria Street/Counterslip junction. Most collisions involved a vehicle or cyclist turning right from Victoria Street to Counterslip and colliding with a vehicle travelling south east bound along Victoria Street.

2.28 As part of the development, the roads are to be narrowed to discourage overtaking. As part of the Bristol City Centre Framework, cycle facilities are to be improved across the city with the aim of improving cyclist safety.

Existing Uses

2.29 The application site currently comprises vacant, previously developed land. Formerly, the application site contained various industrial and commercial properties, and parts of the site were previously used for off-street commuter car parking. These buildings were demolished in 2016 and the application site was subsequently cleared to facilitate its redevelopment. The application site has since been used as a compound for the redevelopment of the land to the north (the initial phases of development associated with Redcliff Quarter). Hardstanding covers the application site, together with a variety of structures, mostly Portakabins. The application site is fenced around the perimeter and divided into sections, including for car parking.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 8

3. ACCESSIBILITY

3.1 This section considers the accessibility of the site by alternative travel modes.

3.2 The National Travel Survey (NTS): 2019, published in August 2020, provides details of all trips per person per year, and is shown in Table 3.1 below. This provides clear evidence of the relationship between distance and probability of use of different modes of transport. The analysis shows that walking is the dominant mode for trips under 1.6km (79.81%).

Table 3.1: Proportion of Total Trips by Mode and Distance Modal Split by Distance Car Distance Car Driver Bus Train Walk Cycle Other Passenger 0 - 1.6km 11.26% 6.58% 0.70% 0.00% 79.81% 1.06% 0.58% 1.6 - 3.2km 36.98% 21.94% 5.03% 0.07% 31.03% 2.85% 2.10% 3.2 – 8km 51.59% 27.22% 9.88% 0.63% 4.04% 2.40% 4.24% All Journeys 39.89% 21.01% 5.28% 2.23% 26.23% 1.70% 3.66%

3.3 The NTS is consistent with guidance in the CIHT document Providing for Journeys on Foot (2000). This identifies that the preferred maximum walking distance is around 2km. DfT guidance contained within Local Transport Note 1/20 – Cycle Infrastructure Design notes that five miles is an achievable distance for most people to cycle. The recent development of electric cycles is such that this distance can comfortably increase.

Walking and Cycling

3.4 The Guide to Better Practice accompanying PPG13 Transport has been withdrawn since the publication of the Planning Practice Guidance. Nevertheless, section 2.05 of the withdrawn guidance is still considered relevant and states:

“Where distances exceed 1 mile (about 1.6km) only a small proportion of people will walk. Where distances exceed about 5 miles (8km) only a small proportion of people will regularly cycle, even where good facilities are provided. Other modes are less sensitive to distance, but motorised modes are rarely used for trips of around half a mile (0.8km) or less.”

3.5 The locations of various key local facilities are shown on Figure 3. This plan includes straight- line walking radii for 400m, 800m, 1,200m and 1,600m. These represent an approximate walking travel time of 5, 10, 15 and 20 minutes respectively.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 9

Facilities within 400m of the site include: • A number of convenience stores including the Co-operative Food and Tesco Express;

• Queen Square Dental Clinic;

• Bristol Dental Practice;

• Bristol Old Vic; and

• Bridge View Medical Surgery.

Facilities within around 800m of the site include: • A number of convenience stores including Sainsbury’s Local and Tesco Express;

• Bristol Hippodrome;

• Broadmead shopping area (which provides an extensive range of services and facilities, including extensive retail opportunities);

• Broadmead Medical Centre;

• Post Office;

• Hannah Moore Primary School, St. Mary Redcliffe & Temple Secondary School and Bristol Cathedral Choir School;

• Bristol Temple Meads Railway Station;

• Redcliffe Pharmacy; and

• Bristol Beacon.

Facilities within 1200m of the site include: • St Mary Redcliffe Primary School, Cathedral Primary School, St Michael on the Mount CofE Primary School, Holy Cross Catholic Primary School and Bristol University;

• Bedminster Railway Station;

• East Street (which provides an extensive range of services and facilities, including retail opportunities),

• Asda Supermarket;

• Bristol Library;

• Bristol Bus Station;

• Bristol Royal Infirmary; and

• Cabot Circus Shopping Centre

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 10

3.6 The main employment areas within the city centre are also within easy walking distance of the site. The Temple Quay business district and Bristol Harbourside are within a 10 minute walk.

3.7 Cycling is another travel option from the site, and the local roads link into National Cycle Route 4 which extends across Castle Park, across the Centre and towards Clifton. A plan showing cycle routes is enclosed as Appendix B.

Public Transport

Buses

3.8 The development site is well located for easy access to local bus services. The site is within 400m (a 5 minute walk) of multiple bus stops including a Metrobus stop located on Temple Way.

3.9 Local bus stops are shown on Figure 2.

3.10 Table 3.2 below identifies the bus services and frequencies operating nearest to site. The bus services and frequencies are as of January 2021. Due to the Covid-19 pandemic, these may not represent typical bus times. The bus timetables are provided in Appendix C.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 11

Table 3.2: Bus Services Nearest to Site Mon-Fri Sat Sun Service Route Day Eve Day Eve Broom Hill – 12 30 15 30 20 Broadmead – mins mins mins mins mins Cribbs Causeway 1 (First) Cribbs Causeway 12 30 15 30 20 – Broadmead – mins mins mins mins mins Broom Hill Stockwood – 15 30 20 30 20 Broadmead – mins mins mins mins mins Cribbs Causeway 2 (First) Cribbs Causeway 15 30 20 30 20 – Broadmead - mins mins mins mins mins Stockwood

Stockwood – 15 20 Broadmead – - - - mins mins Southmead 2A (First) Southmead – 15 20 Broadmead - - - - mins mins Stockwood 3X (Stagecoach Bristol Centre – 3 per - - - - West) Aztec West day

Hengrove – Bristol 30 40 Hourly Hourly Hourly Centre mins mins 91 (First) Bristol Centre - 30 Hourly Hourly Hourly Hourly Hengrove mins Hengrove – Bristol 30 30 Hourly Hourly Hourly Centre mins mins 92 (First) Bristol Centre - 30 30 Hourly Hourly Hourly Hengrove mins mins 462 Bristol City Centre 7 per (Stagecoach – Bromley Health - - - - - day West) Mangotsfield Totterdown – 2 per 2 per Bedminster – - - - day day 512 (HCT Bristol Centre Group) Bristol Centre – 3 per 2 per Bedminster - - - - day day Totterdown Peasedown – 1 per 668 Timsbury – - - - - day (CT Keynsham - Bristol Coaches) Bristol – Keynsham 1 per – Timsbury - - - - - day Peasedown Blagdon – Chew 5 per 5 per - - - 672 Magna - Bristol day day HCT Group Bristol – Chew 5 per 5 per - - - Magna - Blagdon day day Portway P&R – Portway Bristol City Centre 15 15 Park & Ride - - - – Broadmead – mins mins (First) Portway P&R

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 12

Bath – Newbridge – Saltford – 30 30 20 20 15 39 (First) Keynsham – mins mins mins mins mins Brislington - Bristol Frenchay – Bristol 30 30 30 - - Centre mins mins mins 70 (First) Bristol Centre - 30 30 30 - - Frenchay mins mins mins Bristol Centre – 15 30 30 30 30 Bristol Parkway – mins mins mins mins mins Cribbs Causeway 73 (First) Cribbs Causeway 15 30 30 30 30 – Bristol Parkway – mins mins mins mins mins Bristol Centre Keynsham – Bristol 30 30 349 (Abus) Hourly Hourly - Bus Station mins mins Bath Bus Station – Newbridge Road- 12 15 X39 (First) Saltford – - - - mins mins Brislington – Bristol Bus Station

Metrobus

3.11 The M2 Metrobus service commenced in September 2018. It calls at the Temple Gate stop, just south of the Temple Gate/Victoria Street Junction and provides services between Long Ashton Park & Ride and the city centre.

3.12 The MetroBus stop on Temple Gate is conveniently located approximately 400m to the east of the site. As of January 2021, the service has a 20 minute frequency Monday-Saturday. No service is provided on Sundays.

Rail

3.13 Temple Meads rail station is some 10 minute walk to the south east of the site.

Ferry

3.14 Ferry services operate on the Floating Harbour and are accessible from the Redcliff Back landing less than 2 minutes’ walk from the site.

Summary

3.15 Overall it is considered that the site provides for the pedestrians and cyclists likely to be generated by the proposed development. It would also enhance pedestrian and cycle access in the local area for all. Bus, Rail and Ferry services are close by for longer journeys. It is considered that the location is very accessible for those living, visiting and working on the site.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 13

4. TRANSPORT POLICY CONTEXT

National Policy

4.1 With regard to transport the Government’s sustainable development strategy is to reduce the need to travel, influence the rate of traffic growth and reduce the environmental impacts of travel overall.

4.2 The National Planning Policy Framework (NPPF) was published by the Ministry of Housing, Communities and Local Government in February 2019. The document constitutes guidance for local planning authorities and decision takers both in drawing up plans and as a material consideration in determining planning applications. The document sets out the Government’s planning policies for England and how these are expected to be applied.

4.3 The document reaffirms the status of local development plans as the starting point for decision making.

4.4 The key message of NPPF is a presumption in favour of sustainable development. In defining sustainable development, the NPPF refers to resolution 42/187 of the United Nations General Assembly which defined it as “meeting the needs of the present without compromising the ability of future generations from meeting their own needs”. The UK Sustainable Development Strategy Securing the Future sets out five ‘guiding principles’ of sustainable development:

(i) living within the planet’s environmental limits; (ii) ensuring a strong, healthy and just society; (iii) achieving a sustainable economy; (iv) promoting good governance; and (v) using sound science responsibly.

4.5 Of particular relevance to travel, transport and the proposed development are paragraphs 103 to 111, with key sections included below.

4.6 Paragraph 103 of NPPF states: “Significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. This can help to reduce congestion and emissions, and improve air quality and public health.”

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 14

4.7 Paragraph 104 states: “Planning policies should:

a) support an appropriate mix of uses across an area, and within larger scale sites, to minimise the number and length of journeys needed for employment, shopping, leisure, education and other activities;

b) be prepared with the active involvement of local highways authorities, other transport infrastructure providers and operators and neighbouring councils, so that strategies and investments for supporting sustainable transport and development patterns are aligned;

c) identify and protect, where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice and realise opportunities for large scale development;

d) provide for high quality walking and cycling networks and supporting facilities such as cycle parking (drawing on Local Cycling and Walking Infrastructure Plans);

e) provide for any large scale transport facilities that need to be located in the area, and the infrastructure and wider development required to support their operation, expansion and contribution to the wider economy. In doing so they should take into account whether such development is likely to be a nationally significant infrastructure project and any relevant national policy statements; and

f) recognise the importance of maintaining a national network of general aviation airfields, and their need to adapt and change over time – taking into account their economic value in serving business, leisure, training and emergency service needs, and the Government’s General Aviation Strategy.

4.8 Paragraph 105 states: “If setting local parking standards for residential and non-residential development, local planning authorities should take into account:

a) the accessibility of the development;

b) the type, mix and use of development;

c) the availability of and opportunities for public transport;

d) local car ownership levels; and

e) an overall need to reduce the use of high-emission vehicles.”

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 15

4.9 Under the heading “Considering development proposals”, paragraph 108 states “In assessing sites that may be allocated for development in plans, or specific applications for development, it should be ensured that:

a) appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location;

b) safe and suitable access to the site can be achieved for all users; and

c) any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree.

4.10 Paragraph 109 states that “Development should only be prevented or refused on highway grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.”

4.11 It goes on to state in Paragraph 110 “Within this context, applications for development should:

a) give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use;

b) address the needs of people with disabilities and reduced mobility in relation to all modes of transport;

c) create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards;

d) allow for the efficient delivery of goods, and access by service and emergency vehicles; and

e) be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations.

4.12 Paragraph 111 states “All developments that will generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a transport statement or transport assessment so that the likely impacts of the proposal can be assessed.”

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 16

Bristol Local Plan (The Development Plan)

4.13 The Development Plan for Bristol comprises:

• Bristol City Council Core Strategy (2011);

• Bristol City Council Site Allocations and Development Management Policies (2014);

• Bristol City Council Central Area Plan (2015)

Core Strategy

4.14 The Core Strategy was adopted in June 2011. The Core Strategy does not set out site-specific proposals or allocations. Instead it looks at the broad locations for delivering new development.

4.15 Core Strategy Policy BCS10 Transport and Access Improvements includes the following:

The council will support the delivery of significant improvements to transport infrastructure to provide an integrated transport system, which improves accessibility within Bristol and supports the proposed levels of development. In particular it will support, subject to environmental impact assessment where appropriate:

1. The implementation of the Greater Bristol Bus Network.

2. The delivery of transport infrastructure improvements, including, inter alia:

• Rapid transit routes (Ashton Vale to Emerson’s Green and Hengrove to the North Fringe, all via the city centre);

• A network of routes to encourage walking and cycling.

3. Making the best use of existing transport infrastructure through improvement and reshaping of roads and junctions where required to improve accessibility and connectivity and assist regeneration and place shaping.

4. Appropriate demand management and sustainable travel measures.

Safeguarding of Routes and Facilities

Land required for the implementation of transport proposals will be safeguarded to enable their future provision. Corridors with the potential to serve as future routes for walking, cycling and public transport will also be safeguarded. Appropriate existing transport facilities such as transport depots will be safeguarded where required.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 17

Development Principles

Without prejudice to the implementation of the major transport schemes listed above, proposals will be determined and schemes will be designed to reflect the following transport user priorities as set out in the Joint Local Transport Plan:

a) The pedestrian;

b) The cyclist;

c) Public transport;

d) Access for commercial vehicles;

e) Short stay visitors by car;

f) The private car.

The needs of disabled people will be considered within all of the above headings.

Development proposals should be located where sustainable travel patterns can be achieved, with more intensive, higher density mixed use development at accessible centres and along or close to main public transport routes. Proposals should minimise the need to travel, especially by private car, and maximise opportunity for the use of walking, cycling and public transport.

Developments should be designed and located to ensure the provision of safe streets and reduce as far as possible the negative impacts of vehicles such as excessive volumes, fumes and noise. Proposals should create places and streets where traffic and other activities are integrated and where buildings, spaces and the needs of people shape the area.

Site Allocations and Development Management Policies

4.16 The Site Allocations and Development Management Policies Development Plan Document (DPD) was adopted in July 2014. This document includes site allocations for development across much of Bristol, excluding the central area of the City. Site allocations for the central area of the city are addressed in the Bristol Central Area Plan (the application site is located within the 'Bristol central area').

4.17 Notwithstanding this, the Site Allocations and Development Management Policies DPD also contains Development Management policies. Unlike the site allocations and designations within the DPD, the Development Management policies are generally applicable to the area covered by the Bristol Central Area Plan, as well as the rest of Bristol.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 18

4.18 The Site Allocations and Development Management Policies contains transport policies including Policy DM23: Transport Development Management. This sets out the transport and traffic considerations that development proposals should address and includes a schedule of parking standards (Appendix 2). The supporting text to Policy DM23 expressly notes, however, that this policy applies across the city except the city centre. It states that separate policies for parking and movement in the city centre are set out in the Bristol Central Area Plan.

Bristol Central Area Plan

4.19 The Bristol Central Area Plan (BCAP) was adopted on 17 March 2015. The site is located within the Bristol Central Area, within the Redcliffe Neighbourhood. The BCAP contains a number of transport policies including Policy BCAP29: Car and cycle parking in Bristol City Centre which states:

The Parking Standards Schedule at Appendix 2 to the Site Allocations and Development Management Policies set out maximum car parking standards and minimum cycle parking and disabled car parking standards for new development in Bristol. These standards will also apply within the Central Area Plan area but, where appropriate in Bristol City Centre, a significantly lower level of car parking provision will be expected.

Cycle parking and disabled car parking in Bristol City Centre

Development in Bristol City Centre will be expected to meet or exceed the minimum standards for secure cycle parking and disabled car parking set out in the Parking Standards Schedule at Appendix 2 to the Site Allocations and Development Management Policies. Cycle parking provision and associated facilities should be designed to a high quality which meets the requirements of all cyclists using new development including residents, staff and visitors.

Non-residential car parking in Bristol City Centre

Proposals for long-stay public car parking will only be acceptable where it would replace existing provision and would be appropriately located within the hierarchy of vehicular routes in the city centre.

Long-stay private non-residential car parking should be limited to the essential operational needs of the proposed development.

Proposals for short-stay car parking will be considered on a case by case basis having regard to the nature and requirements of the proposed development, the position of the site in the hierarchy of vehicular routes and the desirability of reducing car use in favour of more sustainable modes of transport.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 19

Residential car parking in Bristol City Centre

An appropriate level of new residential car parking, which may include on-street parking solutions, will be acceptable in the city centre where it is properly integrated into the broader design of the development or the existing street scene. Developments of new homes that provide fewer car parking spaces than the maximum standard and car-free residential developments will be acceptable where they are consistent with Site Allocations and Development Management Policy DM23.

Bristol Local Plan Review - Draft Policies and Development Allocations - Consultation March 2019

4.20 The review of the Local Plan is ongoing. A new local plan is due to be adopted by autumn 2023. A consultation was undertaken from March to May 2019. Not all policies are proposed to be changed. Policy DM23: Transport Development Management of the Site Allocations and Development Management Policies document, which sets out car and cycle parking standards in Appendix 2, is proposed to be retained, as is Policy BCAP29 of the BCAP. However, a new policy for parking provision in residential development is proposed as Draft Policy T3: Car and cycle parking provision for residential development which states:

New residential development will be expected to provide an appropriate level of safe, secure, accessible and usable car parking that makes effective and efficient use of land and is integral to the design of the development. The amount, design and proposed management of proposed car parking provision should be based on consideration of the following criteria:

i. The standards set out in the Parking Standards Schedule;

ii. The site’s accessibility by walking, cycling and public transport to employment opportunities, services and other facilities;

iii. Local car ownership levels;

iv. The type and mix of housing proposed;

v. The type of parking proposed and associated management arrangements, having regard to the characteristics of the surrounding area;

vi. The availability of and potential for car clubs in the locality; and

vii. The availability of on-street parking in the vicinity of the site taking into account existing parking management schemes in the area.

The provision of cycle parking in residential development is a priority and provision will be expected to be in accordance with the standards in the Parking Standards Schedule.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 20

4.21 Draft Policy T4: Cycle parking provision for B1 office development states:

Office developments (Use Class B1) of 200m² or more will be expected to meet or exceed the minimum standards for secure cycle parking of:

- For staff - one space per 50m² of gross floor area;

- For visitors - one space per 1,000m².

Cycle parking provision and associated facilities should be designed to a high quality which meets the requirements of staff and visitors. Adequate changing, shower, storage and drying facilities should be provided for cyclists including:

- 1 shower per 1,000m² gross floor area;

- 1 locker per cycle space.

4.22 Whilst this policy is not yet adopted, recent experience shows that BCC Transport Development Management (TDM) officers are applying it in practice when commenting on planning applications.

Other Material Considerations

4.23 Bristol City Council has adopted a series of Supplementary Planning Documents (SPD), Spatial Frameworks and Strategies to guide development across the city which, whilst they do not have the same status as Development Plan Documents (DPDs), are material considerations in the determination of planning considerations. Similarly, West of England Combined Authority has published strategic plans which are relevant material considerations in the determination of planning applications. The following documents are of relevance when assessing transport, highway and parking matters of the development proposals:

City Centre Framework, June 2020

4.24 The City Centre Framework (CCF) was adopted by BCC in July 2020. The role of the CCF is to set out proposals to improve movement, public realm and the approach to regeneration and development in Bristol city centre. The document provides an indication of future policy direction in Bristol.

4.25 The CCF Section 3 City Centre – The Framework comprises the main body of the document.

Public Realm, Walking and Cycling

4.26 The CCF sets out three aims under the above heading:

AIM 1: New and expanded pedestrian spaces

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 21

AIM 2: Complete a network of high quality walking routes and public realm improvements

AIM 3: Complete All Ages and Abilities (AAA) Cycle network.

4.27 Aim 1 states that high quality pedestrian spaces will be enabled by the reduction and removal of motor traffic in key areas.

4.28 Aim 2 refers to the CCF Figure 5 which identifies a number of priority routes for walking and public realm investment. These routes form a grid of West-East and South-North routes that link the city centre’s main destinations including the bus and train station, hospital, shopping areas and proposed Metro interchanges. The CCF states that development on or adjacent to primary and secondary pedestrian routes will be expected to provide an appropriate and proportionate level of public realm improvements to the route.

4.29 St Thomas Street forms part of route 5 Redcliffe – St. Thomas Street – Bristol Bridge where the CCF states:

Closure of Bristol Bridge to general traffic will significantly reduce the amount of vehicles moving around North Redcliffe. This in turn will create opportunities to reapportion street space to pedestrians and cyclists and allow for more street trees. St. Thomas Street will become a pedestrian priority street linking a new public transport interchange on Redcliffe Way with Victoria Street/ Bristol Bridge.

4.30 CCF Appendix 1 Primary and Secondary Walking Network shows Redcliff Street as a new secondary walking route.

4.31 Aim 3 identifies the existing cycle network sections in need of improvement. CCF refers to the Cycling Network plan in Appendix 2 which shows Redcliff Street as a new primary cycle route and with Three Queens’ Lane, St Thomas Street and St Thomas Street East as a new secondary route.

Public Transport

4.32 The CCF sets out four aims under the above heading:

AIM 4: Complete the city centre bus lane network

AIM 5: Enable the transformation of Broadmead

AIM 6: New and expanded Park and Ride Services

AIM 7: Improvements to taxi ranks, ferry services, coach parking and interchange.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 22

4.33 The key element of Aim 4 is the closure of the city centre to through traffic. This will include the closure of Bristol Bridge to all traffic except public transport, which has taken place, and the closure of several other key city centre roads and routes. Access is to be maintained to all properties, car parks and businesses and some access may be restricted to certain times of day and classes of vehicles.

4.34 Redcliff Street forms part of a key public transport route described as the Long Ashton P&R (Red Route) via Redcliff Hill, Redcliff Street, Bristol Bridge, Union Street, Haymarket and Bond Street. CCF Figure 6 describes the red route as Phase 1a – M32 Park and Ride to Long Ashton Park and Ride.

Highway Access and Parking

4.35 The CCF states that it will continue the shift to sustainable patterns of movement. This shift will contribute to a continuing reduction in overall motor traffic volumes in the city centre, helping to reduce congestion and improve air quality. The CCF sets out a number of improvements that seek to manage the motor traffic that remains in the city centre more effectively.

4.36 The CCF sets out three aims under the above heading:

AIM 8: Smarter motor vehicle management

AIM 9: Parking strategy

AIM 10: Simplifying the highway network.

4.37 It is noted that Clean Air for Bristol held a consultation from 8 October to 13 December 2020 to assist in deciding on the best option for reducing air pollution from traffic in Bristol. It states that the best option that gets Bristol to legal limits the quickest will be implemented and that could mean a charging zone. The new proposals set out options to meet the legal duties and reflect recent traffic changes made because of the Covid-19 pandemic.

4.38 In February 2021 BCC approved the Full Business Case for submission to Government for the chosen Clean Air Zone in the city that will include the city centre area. The scheme proposes that more polluting commercial vehicles and private cars would pay to drive in the zone known as a ‘Small CAZ D’ zone. The earliest this scheme would be implemented is October 2021.

4.39 CCF Figure 7 Vehicle Access shows the southern length of Redcliff Street, Three Queens’ Lane and Mitchell Lane, along with Victoria Street, as a secondary vehicular through route (exact route still to be defined). The rest of the Redcliffe area is shown as an access-only area, routes to be defined, no through routes. Bristol Bridge is shown as bus, taxi and cycle only.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 23

4.40 Aim 8 states that smarter motor traffic management and reduced congestion will support more efficient delivery and servicing in the city centre. It also states:

New developments that require a travel plan and or a Servicing Management Plan as appropriate should include a focus on minimising these trips. We will continue to deliver and enable appropriate loading arrangements, ensuring loading bays are suitably located and have appropriate access times that help to minimise congestion impacts in accordance with Local Plan policies and the Parking Strategy. Consolidation of freight, including micro consolidation using electric vans and bikes, will be explored and encouraged for use by both businesses and residents.

4.41 The CCF Section 4 Realising the City Centre Framework sets out the implementation programme. Under the heading Delivery, the CFF states that the framework is a material consideration for use in determining planning applications within the city centre and inform movement and public space improvements. It also states that:

Public funding will be required to deliver many of the movement and public space improvement proposals in the framework, and new developments may also be expected to contribute as part of the planning process.

Supplementary Planning Document 3

4.42 Supplementary Planning Document 3 (SPD3): Future of Redcliffe was adopted by BCC in July 2006. In terms of movement, parking and servicing, SPD3 seeks to prioritise pedestrian and cycle movements over that of motor vehicles, whilst accommodating local needs for parking and servicing. Narrower carriageways are proposed together with lower vehicle speeds and an improved environment.

Bristol Transport Strategy, Adopted 2019

4.43 The Bristol Transport Strategy, “Tackling congestion and making Bristol a better place for all. A vision up to 2036”, is a strategic document. With respect to the City Centre, the Transport Strategy seeks to deliver "A city centre that is accessible by active and sustainable transport and attractive to live, work and visit, enhancing its status as the foremost shopping and cultural centre in the South West". To achieve this, the Strategy cross refers to the content of the CCF.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 24

Joint Local Transport Plan 4 2020 – 2036, March 2020

4.44 The Joint Local Transport Plan 4 (JLTP4) 2020 - 2036, dated March 2020, is led by the West of England Combined Authority (WECA), working with Bath & North East Somerset, Bristol, North Somerset and South Gloucestershire councils. It aims to achieve a well-connected sustainable transport network that works for residents, businesses and visitors across the region; a network that offers greater, realistic travel choices and makes walking, cycling and public transport the natural way to travel.

4.45 It identifies five objectives based on the aspirations of the West of England authorities and previous plans and policies prepared. The objectives are (in no particular order):

• Take action against climate change and address poor air quality; • Support sustainable and inclusive economic growth; • Enable equality and improve accessibility; • Contribute to better health, wellbeing, safety and security; • Create better places.

4.46 Regarding parking it is noted in Section 7: Connectivity within the West of England that:

We will continue to work with Highways England and other key stakeholders to explore and develop innovative measures to improve the efficiency of the transport network, including car parking, through technology.

4.47 Later in the section is noted:

Through the development of local parking strategies, we will continue to manage parking to control future traffic demand, including policies for on-street parking, off-street parking and residential parking schemes where appropriate. The design and location of new developments and at workplaces, as well as the numbers of spaces, will help to manage demand and reduce the dependency on the private car. All day parking will be controlled in a way to discourage users who could transfer to lower carbon travel choices.

4.48 Section 11 of the document sets out the major schemes and a summary of interventions. The schemes are set out under the headings:

• Transformational - including improvements to the bus network, an expanded metrobus network, new Park & Ride sites and enhanced rail services; • Early investment schemes - including committed projects and schemes under development; • Joint Transport Study Required Schemes - including Local Plan schemes; • Working with partners to build our current programme - including schemes to be developed in partnerships with Highways England and Network Rail.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 25

West of England Local Cycling and Walking Infrastructure Plan 2020 - 2036 (January 2021)

4.49 The West of England Local Cycling and Walking Infrastructure Plan has been produced by the West of England Combined Authority in conjunction with the four local unitary authorities. Its aim is to significantly improve cycling and walking infrastructure to make these modes the natural choice for shorter journeys. Within Bristol City Centre, the CCF sets out the detailed objectives.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 26

5. DEVELOPMENT PROPOSALS

5.1 The development proposals are primarily residential along with an element of retail/food and beverage and office floor space, and include associated car and cycle parking. The key proposed uses include the following:

• 468 residential units, including 349 1-bed and 119 2-bed units;

• 338m2 GFA of office floor space;

• 605m2 GFA of retail/restaurant floor space – comprising of three separate units.

5.2 Access to the on-site surface car park is proposed via the Three Queens’ Lane frontage as shown on the proposed ground floor layout and highway proposals in Appendix D.

5.3 The proposed car parking is for the residential uses and would be available for lease by the individual occupiers of the flats. Cycle parking for residents is proposed within the development in ground floor and mezzanine cycle stores. Cycle parking for the office unit and one of the retail units is proposed within the respective units. Car and cycle parking is discussed further in Section 6 below.

5.4 Servicing is proposed via St Thomas Street and Three Queens’ Lane as described further in Section 6 below.

Proposed Highway Works

5.5 In line with SPD3, and as a result of the consultation process and design development over many years, this scheme includes a similar highway layout as that approved under the extant planning consent on the site. Significant changes are proposed to the existing roads surrounding the site to reduce the dominance and speed of the traffic and to enhance the environment for pedestrians and cyclists. The details are shown in Appendix D.

5.6 On St Thomas Street the proposal is to reduce the carriageway width to 6m by building out the footway, and provide formal parking laybys. This will mean that even when no cars are parked, the carriageway will retain its narrower width and help slow traffic. For pedestrians crossing the road, they will only have a 6m width to cross rather than the existing 12m. Cyclists will benefit greatly from the clearly defined edge of the through carriageway rather than having to keep moving out from the kerb to pass parked cars as at present. The footway on the west side will be significantly wider giving more space to pedestrians and allowing the planting of street trees where underground utilities allow. There will also be plenty of room for cycle parking stands.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 27

5.7 The junction of St Thomas Street/Mitchell Lane/Three Queens’ Lane will be significantly reduced in size. This will have the benefit of slowing down traffic and help improve highway safety.

5.8 There has long been an aspiration to try and reduce the amount of traffic using Three Queens’ Lane. Three Queens’ Lane is, however, an important route for Avon Fire and Rescue (AFR) as it is the quickest route for fire appliances travelling to south Bristol via Bedminster Bridge from the Temple Back fire station. Following consultation with AFR for the previously consented scheme it was agreed that it would be acceptable to them to close Three Queens’ Lane to eastbound traffic as that would then only affect their return journey when they are generally in less of a hurry. Although agreed by BCC as part of the previous consent on the site, the recent emergence of the CCF has resulted in BCC advising at a pre-application meeting that they now require Three Queens’ Lane to remain two-way.

5.9 Three Queens’ Lane will be significantly narrowed to provide a 6m carriageway width through the provision of footway build-outs on the south side and a wide footway on the north side. The wider footway allows the provision of street trees that will greatly enhance the environment of the street, and there is plenty of room for cycle parking stands to be provided. A service bay for the development is incorporated and a loading bay is included to cater for the requirements of existing local businesses on the south side of Three Queens’ Lane. Parking lay-bys are also incorporated. The access to the development car park is on the north side of Three Queens’ Lane.

5.10 The carriageway on Redcliff Street was previously to be narrowed to 6m as with St Thomas Street. The recent emergence of the CCF has highlighted BCC proposals for a Mass Transit Route along Redcliff Street which will require a minimum carriageway width of 6.5m. This width is now proposed, and the street scene enhanced by planting trees. The tree locations will be carefully chosen to avoid existing underground utilities. The existing perpendicular parking on Redcliff Street would be switched to the east side of the road. A lay-by is proposed to cater for deliveries to the existing convenience store.

5.11 Together with the carriageway narrowing and street scene improvements, further measures to slow traffic include the provision of speed tables at junctions.

5.12 The design is considered to provide an appropriate layout for the 20mph city centre streets surrounding the site and represents significant betterment over the existing traffic dominated roads.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 28

6. PARKING AND SERVICING

Introduction

6.1 Parking standards providing maximum levels of car parking and minimum levels of cycle parking for different classes of development are set down in Appendix 2 of the Site Allocations and Development Management Policies DPD. These standards apply within the Central Area Plan area but, where appropriate, a significantly lower level of car parking provision is expected.

6.2 The ongoing review of the Bristol Local Plan includes a new policy for parking in residential development (Draft Policy T3: Car and cycle parking provision for residential development) and a new policy for cycle parking in office development (Draft Policy T4: Cycle parking provision for B1 office development. Whilst this latter policy is not yet adopted, recent experience shows that BCC TDM officers are applying it in practice when commenting on planning applications.

Car Parking

6.3 Car parking is only proposed for the residential element of the proposed development. A total of 39 car parking spaces are proposed for the 468 flats. Of these 2 are proposed for disabled people.

6.4 The maximum residential car parking standards are as follows:

• Residential - 1 space per 1-bed unit, 1.25 spaces per 2-bed unit and an average of 1.5 spaces per 3-bed and above;

6.5 On the basis of 349 1-bed units and 119 2-bed units, the maximum car parking provision would be 349 for the 1-bed units and 149 for the 2-bed units, a total of 498 spaces. The provision of 39 spaces is well below the maximum permitted and is considered to be appropriate for the site location and to be in accordance with the BCC policy framework where the parking standards are maximum standards. Parking for disabled people is not to be communal, with spaces available for lease, and so the BCC standard for disabled parking provision does not apply. Two disabled parking spaces are proposed.

6.6 The provision of no car parking for the limited office floor space of 338m2 is considered to be in accordance with the policy framework where the parking standards are maximum standards, given the site’s excellent accessibility by walking, cycling and public transport to employment opportunities, services and other facilities. The proposed office floor space is less than the 500m2 threshold for providing parking for disabled people.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 29

6.7 The provision of no car parking for the limited retail/restaurant floor space of 605m2 is considered to be in accordance with the policy framework. None of the three proposed units is above the 500m2 threshold for parking for disabled people.

Cycle Parking

6.8 The adopted residential and retail cycle parking standards are:

• Residential - 1 space per 1-bed unit, 2 spaces per 2 or 3-bed unit and 3 spaces per 4- bed and above. Visitor parking of 1 space per 10 units – above a threshold of 10 units, minimum of 2 spaces.

• Retail/Restaurant, cafe, etc – from a threshold of 250m2, 1 space per 250m2 for staff and 1 space per 250m2 for customers.

6.9 Draft Policy T4 Cycle parking provision for office development, which is being applied by BCC TDM, states:

• Office developments of 200m² or more will be expected to meet or exceed the minimum standards for secure cycle parking of:

o For staff - one space per 50m² of gross floor area;

o For visitors - one space per 1,000m².

6.10 On the basis of the above standards:

• Residential cycle parking should be 587 spaces for residents and 47 spaces for visitors;

• Retail/restaurant cycle parking should, on the basis of one unit exceeding the 250m2 threshold, 1 for staff and 1 space for customers;

• Office cycle parking should be 6 spaces.

6.11 Residential cycle parking of 588 is proposed within the scheme. Visitor parking of 48 spaces is proposed on-street.

6.12 The retail/restaurant and office staff cycle parking is proposed within the relevant units. One visitor cycle parking space for the retail/restaurant unit is included in the proposed on-street provision.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 30

On-Street Car Parking

6.13 As with the previously consented scheme, the retention of as much on-street parking as possible is important to serve existing and proposed businesses and residents with short stay parking opportunities during the day.

6.14 The development results in no net loss of on-street car parking. Whilst Redcliff Street and St Thomas Street have a reduction in parking, Three Queens’ Lane has a significant increase in spaces to compensate. Disabled parking bays will be provided, and a Car Club space on St Thomas Street and the relocated Phase 1 Car Club space on Redcliff Street are detailed on the submitted Proposed Highway Works Plan (Drg. No. 1089-B-002 Rev B) at Appendix D.

6.15 BCC has a policy that prevents residents in new developments obtaining on-street car parking permits. This is on the basis that when moving to the development, residents will be aware of the limited parking and, with its sustainable city centre location, it is feasible to live without a car.

Servicing

6.16 Two refuse and recycling stores for the residential and commercial uses will be within the ground floor of the development with access via St Thomas Street and Three Queens’ Lane. Collections will be from the service bays to be provided on the two adjacent streets. An additional bin store is located on Cross Street, the unadopted pedestrian street constructed as part of Blocks A and B to the north of the site. This street has been designed for refuse collection vehicles.

6.17 The scheme shows a lay-by for coaches outside the hotel approved on the adjoining site (Block C) on St Thomas Street.

6.18 All lay-bys will be integrated into the streetscape to minimise their impact, and have been checked by KTC using AutoTrack software to verify their sizes and usability.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 31

7. TRAFFIC IMPACT

7.1 The traffic impact of the proposed development has been assessed by forecasting the peak hour traffic flows likely to be generated by the proposals and comparing them with those forecast for the previously permitted development (planning permission references 16/02349/F, 17/06948/X and 18/05982/X).

7.2 As noted in Section 1, the application site is the subject of extant planning permission for its redevelopment as part of a wider development (Block A, C – H and K); this development included a plot north of Cross Street (Block A, now constructed) and a plot immediately adjacent to the north and west (Block C) (planning permissions 16/02349/F, 17/06948/X and 18/05982/X). Another plot north of Cross Street (Block B) was the subject of a separate planning application (16/02964/F and 17/06950/X). The current application site relates only to Blocks D – H and K on the plan at Appendix D.

7.3 The traffic generation of the previous development proposals was assessed in the April 2016 TA which was prepared for both planning application 16/02349/F and also planning application 16/02964/F. The previous planning permission 16/02349/F granted consent for café/restaurant and office floorspace along with a food hall and residential development within Blocks D – H and K. When comparing the previous permitted development traffic associated with planning permission 16/02349/F with the current proposal, the traffic generation details provided below only relate to Blocks D – H and K (excluding the consented development of Blocks A and C as these Blocks are not part of the current development proposals). This enables the figures to be compared more easily.

Previously Permitted Traffic Flows

7.4 The traffic generation of the permitted development, set out in the April 2016 TA, was forecast using TRICS, the national database of surveys of existing developments. Trip rates were adjusted to reflect the proposed parking provision.

7.5 Blocks D to H and K have yet to be developed and have been permitted for the following development:

• Residential: 211 apartments (in Blocks D to H);

• Office: 1,416m2 (in Blocks D to F);

• Restaurants: 2,376m2 (in Blocks F to H);

• Food hall: 2,199m2 (Block K).

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 32

7.6 The traffic associated with the above permitted development is set out below in Table 7.1 as extracted from Table 7.2 of the April 2016 TA.

Table 7.1: Permitted Development Traffic Flows - Blocks D to H and K -Weekday Peak Hours Development Morning Peak Hour Evening Peak Hour In Out Two In Out Two Way Way Flats 3 6 9 9 7 16 Office 12 12 24 12 12 24 Restaurants 0 0 0 11 7 18 Food hall 18 15 33 26 28 54 Total Flows 33 33 66 58 54 112

Proposed Development Trip Rates

7.7 The traffic generation of the proposals has been estimated as previously in the April 2016 TA with some variations as set out below. Initially the TRICS analysis has been repeated using the latest version of TRICS. TRICS surveys of sites primarily in town centre locations have been selected. Sites in Greater London, Northern Ireland and Eire have been excluded from all trip rate calculations. The trip rates extracted from TRICS are shown in Table 7.2 below and the TRICS output is enclosed as Appendix E.

Residential

7.8 The TRICS category Flats - Privately Owned has been used to estimate the traffic generation of the proposed flats. This category includes privately owned flats which are then privately rented. The selected sites provide between 6 and 175 dwellings. However, only one town centre site is available and so edge of town centre sites have also been selected which increases the number of surveys to 14. Unlike in the TRICS analysis for the April 2016 TA, the majority of selected TRICS surveys include developments with more parking spaces than residential units. Overall, 113% of flats have parking spaces in comparison with the previous analysis where 79% of flats had parking spaces.

7.9 The number of parking spaces per flat in the new TRICS analysis is not considered appropriate for the current proposals where only 9.4% of the 468 flats would have parking spaces. The previously assumed trip rates have therefore been used here and are included in Table 7.2 and the TRICS output in Appendix E is from the April 2016 TA.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 33

Office

7.10 The TRICS category Office has been used to identify office trip rates. The selected sites include between 442m2 and 1,900m2 GFA. Three of the four office sites selected have dedicated car parking and off-site parking is available. The proposed office would not have dedicated car parking and so the trip rates are considered likely to overestimate the traffic that the proposed office would generate.

Retail/Restaurants

7.11 The TRICS category Restaurants has been used to predict trip rates for the proposed retail floor area assumed to comprise food and beverage uses. The selected sites include between 178m2 and 525m2 gross floor area. None of the selected sites have dedicated car parking and off-site parking is available.

Trip Rates

7.12 The trip rates described above are shown in Table 7.2 below.

Table 7.2: Proposed Development Trip Rates - Weekday Peak Hours Development Rate Morning Peak Hour Evening Peak Hour In Out Two In Out Two Way Way Flats Privately Owned Per flat 0.028 0.06 0.088 0.079 0.063 0.142 Office Per 100m2 1.329 0.173 1.502 0.250 1.290 1.540 Restaurants Per 100m2 0 0 0 1.503 0.347 1.850

Traffic Flows

7.13 In order to forecast peak hour traffic flows associated with the proposed development a number of assumptions have been made relating to the quantum of development and TRICS trip rates in Table 7.2 as described below. The forecast traffic flows are shown in Table 7.3 below.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 34

Residential

7.14 A proportion of the proposed flats will have the potential to lease car parking spaces. With 39 spaces for 468 flats, less than 10% of the flats would have car parking. To reflect the fact that 79% of the existing developments in the selected TRICS surveys have car parking, the number of flats assumed to have car parking has been adjusted to 13% (by dividing 10% by 79%). This equates to an assumption that of the 468 flats, 58 would have parking spaces and this number has been used to calculate the number of trips. As noted, only 39 flats will actually have parking spaces and so the difference between this figure and the 58 calculated figure, would account for peak hour vehicular trips generated by residents without parking, eg drop-off/pick-up etc. This is the same methodology assumed in the April 2016 TA and approved by BCC.

Office

7.15 The proposed office floor area of 338m2 GFA would not have any car parking but is likely to generate an element of drop-off/pick-up trips.

7.16 Rather than use the trip rates in Table 7.2, traffic flows have been forecast on the basis of drop- offs and pick-ups. Many of these would not be new to the road network but may be new to the local roads serving the site. For the purposes of this analysis it is assumed that the total number of drop-offs and pick-ups in the morning and evening peak hours equates to 15% of staff. This figure is based on the upper end of a range of between 8% and 15% of employees being dropped off locally as provided by BCC and used in the assessment of other office developments in Bristol city centre including the permitted development.

7.17 At some 20m2 per employee an office area of 338m2 may have 17 employees. Some 15% of employees being dropped-off in the morning peak hour represents three staff with the same number being picked-up in the evening peak hour. It is considered that not all of these trips would be made from the immediate road network, especially bearing in mind the delays mentioned earlier at the Brunel Mile zebra crossing on Redcliff Street, and some might be passing by in any event, but as the flows are low they have not been adjusted further which adds some robustness to the assessment.

Retail/Restaurant

7.18 The trip rates determined for the proposed retail/restaurant floor space of 605m2 GFA have been used to forecast traffic flows but assuming that the on-street car parking in the local area would cater for 50% of traffic. The balance of 50% of traffic has been assumed to park elsewhere and not to use the local road network adjacent to the site.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 35

Total Proposed Development Flows

7.19 The total traffic flows assumed to be generated by the proposed development on the local roads are shown in Table 7.3 below.

Table 7.3: Proposed Development Traffic Flows - Weekday Peak Hours Development Morning Peak Hour Evening Peak Hour In Out Two In Out Two Way Way Flats 2 3 5 5 4 9 Office 3 3 6 3 3 6 Retail/Restaurants 0 0 0 5 1 6 Total Flows 5 6 11 13 8 21

7.20 It can be seen from Table 7.3 above that the traffic flows forecast to be generated by the proposed development would be low.

Comparison with Previously Permitted Development Flows

7.21 A comparison of the traffic flows forecast to be generated by the proposed development in Table 7.3 with the permitted development flows in Table 7.1, indicates that the proposed development would generate significantly lower traffic flows. The previously forecast morning peak hour two-way flow of 66 vehicles would reduce to 11 vehicles two-way. The previously forecast evening peak hour two-way flow of 112 vehicles would reduce to 21 vehicles two-way. On this basis no traffic capacity tests of local junctions have been undertaken for the proposed development.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 36

8. MITIGATION MEASURES

Travel Plan

8.1 The level of parking proposed in the scheme is such that many residents and all employees will not be able to use a car to travel to and from the development. An effective Travel Plan is therefore essential to increase awareness of other modes of travel. The BCC Travel Plan Template has been completed and forms part of the planning application.

Highway Improvements

8.2 As set out earlier, significant highway improvements are proposed as part of the development to turn the adjoining roads into streets with lower traffic speeds, wider footways, better cycle facilities and street trees to provide an improved environment. Consequently the scheme should result in improved highway safety. The scheme includes Car Club spaces on Redcliff Street and St Thomas Street (the former is a relocated space provided as part of the Redcliff Quarter Phase 1 development) and will be very conveniently located for residents in the development.

8.3 No off-site junction improvements are proposed. As set out in the previous section, the level of traffic likely to be generated by the development is insufficient to justify such improvements. Furthermore, traffic capacity improvements to city centre junctions are likely to be at the cost of a reduction in facilities for pedestrians and cyclists, and would potentially lead to more traffic diverting to what is already a rat run. The sustainable option is therefore to leave the junctions as they are. Significant improvements to the flow of traffic onto the St Mary Redcliffe Roundabout could be achieved by the removal of the pedestrian crossings but this would clearly be contrary to BCC sustainable transport policy.

8.4 As mentioned earlier, there is an aspiration to replace the St Mary Redcliffe Roundabout with a signalised junction which would be aimed at improving conditions for public transport, pedestrians and cyclists but would not provide increased capacity for the private car.

Public Transport

8.5 The site is already well located for public transport with easy access to numerous bus services, including all three existing park and ride services, and Temple Meads railway station. The MetroBus stops on Redcliff Hill and at the reconfigured Temple Circus junction are conveniently located for the site.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 37

9. CONCLUSIONS

9.1 Key Transport Consultants is retained by McAleer & Rushe on behalf of Redcliff MCC LLP to provide transport advice for a major development of a brownfield site referred at Redcliff Quarter in central Bristol.

9.2 The site enjoys excellent accessibility to employment, homes, shops and services by non-car modes of travel. A residential-led mixed-use development on the site is therefore fully in accordance with sustainable transport policy. The proposed development will provide a significantly enhanced street scene on the three highways adjoining the site which will provide better facilities for pedestrians and cyclists, and create a slower and safer route for vehicles.

9.3 On-street parking will be retained to existing levels, but with formal parking lay-bys and dedicated spaces for disabled drivers. Service bays are also located in appropriate locations to serve existing businesses and the proposed development.

9.4 At the time of writing the Covid-19 pandemic has meant that new traffic surveys of local roads have not been undertaken as the results of new traffic surveys would not be considered to be representative of normal conditions. The recent closure of Bristol Bridge is considered likely to have had an impact on traffic flows on roads in the Redcliff Quarter area.

9.5 The April 2016 Transport Assessment (TA) prepared to support the previous development proposals for the site (reference 16/02349/F) (and based on the findings of surveys undertaken in 2015 prior to the pandemic) detailed that the existing highway network already suffers from congestion at peak times. However, a comparison of the traffic flows forecast to be generated by the proposed development with the development flows permitted on the site as forecast in the above April 2016 TA, indicates that the proposed development would generate significantly lower traffic flows. On this basis the proposals would have a lesser traffic impact than the previously permitted development and no traffic capacity tests of local junctions have been undertaken for the proposed development. No off-site junction improvements were required as part of the previously permitted development and so none are justified for this current scheme.

9.6 The development would provide an appropriate level of car and cycle parking having regard to accessibility and local and national policy.

9.7 The development proposal should have a positive impact on highway safety.

9.8 We conclude that, with respect to transport, the development complies with National and Local Government sustainable development policy and that there are no transport reasons why the application should not be approved.

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx 38

FIGURES

F:\DATA\Jobs\1089 Redcliff Quarter\TA\Transport Statement v1.2.docx © M5 JUNCTION19 M5 JUNCTION18 M5 M5 JUNCTION18A BRISTOL SITE BRISTOL TEMPLEMEADSRAILWAYSTATION M32 JUNCTION3 M32 JUNCTION2 M32 ISOCHRONE 5km CYCLE M32 JUNCTION1 M4 JUNCTION19 STRATEGIC CONTEXT SITE LOCATIONPLAN REDCLIFF QUARTER 1:50,000@A3 FIGURE 1 M4 © ST MARYREDCLIFFEROUNDABOUT QUEEN SQUARE A38 REDCLIFFHILL REDCLIFFE WAY REDCLIFF STREET THOMAS LANE SITE B4053 VICTORIASTREET COUNTERSLIP ST THOMASSTREET ST THOMASSTREETEAST THREE QUEENSLANE PHIPPEN STREET 400m MITCHELL LANE A4044 REDCLIFFEWAY PORTWALL LANE TEMPLE WAY TEMPLE GATE 800m BRISTOL TEMPLEMEADSSTATION 1200m SITE LOCATIONPLAN REDCLIFF QUARTER 1:10,000@A3 FIGURE 2 KEY: LOCAL BUSSTOPS WALKING ISOCHRONE 1600m © BRISTOL CATHEDRALCHOIRSCHOOL CATHEDRAL PRIMARYSCHOOL HOLY CROSSCATHOLICPRIMARYSCHOOL ST MICHAELONTHEMOUNT UNIVERSITY OFBRISTOL BRISTOL LIBRARY CofE PRIMARYSCHOOL BRISTOL HIPPODROME BRIDGE VIEWMEDICALSURGERY BRISTOL BEACON BRISTOL ROYALINFIRMARY BEDMINSTER RAILWAYSTATION SAINSBURY'S LOCAL EAST STREET QUEEN SQUAREDENTALCLINIC BRISTOL OLDVIC BRISTOL DENTALPRACTICE TESCO EXPRESS BRISTOL BUSSTATION REDCLIFFE PHARMACY THE CO-OPERATIVEFOOD ASDA TESCO EXPRESS SITE BROADMEAD MEDICALCENTRE BROADMEAD SHOPPINGAREA POST OFFICE TESCO EXPRESS 400m ST MARYREDCLIFFEPRIMARYSCHOOL CASTLE PARK CABOT CIRCUSSHOPPINGCENTRE ST MARYREDCLIFFE&TEMPLESECONDARYSCHOOL 800m HANNAH MOOREPRIMARYSCHOOL BRISTOL TEMPLEMEADSRAILWAYSTATION REDCLIFF QUARTER, BRISTOL WALKING CATCHMENTS AND 1200m LOCAL FACILITIES 1:10,000@A3 FIGURE 3 KEY: WALKING ISOCHRONE 1600m