Roseburn Corridor Area a Lead Objectors 28
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GROUP 33 – ROSEBURN CORRIDOR AREA A LEAD OBJECTORS 28 – ALISON BOURNE 132 – IAN HEWITT 210 – CHAG ALTERNATIVE ALIGNMENT – WESTERN GENERAL HOSPITAL PROMOTER’S COMMENTS ON THE WITNESS STATEMENT OF MRS ALISON J BOURNE, GROUP 33 LEAD OBJECTOR As this Witness Statement is quite long it is thought likely to be of convenience to both the Committee and to Group 33 for the promoter’s comments and rebuttal points to be made following each paragraph, where appropriate. This document is a companion to the other rebuttals that address the issues of principle the promoter considers have been raised by Group 33. Executive Summary 1 “I do not think that we have a specific view on whether a closed loop is good, bad or indifferent. The better way of looking at it is to make sure that the right route is chosen. Stewart Lingard mentioned earlier that French and German systems make sure that the right connections are made where there are centres or points of economic activity such as hospitals, schools, universities, colleges, shops and the business district. Those places are the centres of economic activity and that is where the patronage base is. The route itself is the key.” Quote from Keith Holden, NAO representative, to Tram Lines 1 and 2 Committees – September 2004. Promoter: We agree entirely with the quotation from Keith Holden. [A Oldfield] 2 The Western General Hospital (WGH) is often the first port of call in time of crisis for residents in the north and west of Edinburgh. It is anticipated that the north of Edinburgh will see a population increase of approximately 50,000 over the coming years. The areas of Granton, Pilton, Muirhouse and Drylaw are areas of very low car ownership and 70% of residents there have no access to a car. Often, people attending the Minor Injuries Clinic at the WGH are subsequently referred to A&E at the new Royal Infirmary of Edinburgh (RIE) at Little France. Promoter: We agree and appreciate the importance of the Western General Hospital although it is noted that the hospital does not have an Accident and Emergency Facility. [B Cross] 3 It is the view of the Group 33 objectors that the provision of a tramline to connect the Waterfront Development with the city centre does not preclude the provision of direct stops at key generators en route, particularly the Western General Hospital on Crewe Road South. Indeed, the prioritisation of key generators has been promised by the Promoter in their consultation leaflet and identified as highly important by the National Audit Office. Promoter: Stops on the proposed route serve the WGH; either by pedestrian access or frequent shuttle bus. The shuttle bus arrangements provide better access to the WGH than simply alighting at the Crewe Road South. Tram stop proposed by the objector because it is able to take passengers to destinations within the hospital site. This is particularly important for people with impaired mobility. The pedestrian link from the WGH stop caters for able bodied passengers accessing the hospital via the Telford Road gate. This caters particularly for staff who, we understand, currently use the Telford Road gate as a means of access to the WGH. [A Oldfield] 4 The subsidised No. 38 bus currently links the WGH and RIE. It is not a direct service, but rather it weaves through the city. The journey is scheduled to take about one hour but frequently takes longer, particularly during Festival time. It is, therefore, more convenient, if one has access to a car, to use that mode of transport. 1 Promoter: The tram can only improve this issue. [B Cross] 5 The cost of a taxi from the north of Edinburgh to the RIE is expensive (depending on time of day but can be up to £26). This clearly represents a great deal of money to many people, who do not have access to a car or cannot afford the time to use the in-direct bus service. Promoter: The tram can only improve this issue. [B Cross] 6 Hospital staff already park in surrounding streets and this has been increasing over the years. Such parking can be detrimental to road safety, for example by blocking access for emergency vehicles. The proposed extension to the restricted Central Area Parking Zone area will cover the area to the east of Crewe Road South. Parking restrictions are already in place to the west. Promoter: Noted - It is accepted that the tram is a means of reducing travel by car. The proposed route does serve the WGH (see para' 3) and will therefore alleviate parking problems at that location to some degree. Experience from other schemes indicates that around 15 to 20% of the tram patronage can come from people who would otherwise travel by car. On that basis we expect that by 2011 about 42,000 more car trips per year will transfer to tram using the proposed route compared to the objector's proposed route via Crewe Road South (the difference for year 2026 being 75,000). The proposed route therefore offers a higher proportion of transfer from car to tram than the objector's route and consequently reduce the demand for parking overall. Much of the difference in modal shift occurs because the run time is shorter on the proposed route; which therefore attracts a larger number of through passengers. Overall, balance must be struck between achieving the run time required for the through patronage and measures required to attract local patronage. The experience on successful tram schemes is that this is best achieved by a relatively direct and uninterrupted route through - and between -the points of economic activity referred to by Keith Holden. The alignment via the Roseburn Railway Corridor achieves this. The alignment proposed by the objector represents a large "dog leg" in an otherwise relatively direct and high-quality alignment. It therefore results in a shift away from the optimum balance between local patronage and through patronage. Furthermore, the pattern of ridership applicable to this through patronage is likely to be such that many passengers will use the tram during the peak times; thus providing relief to the congested transport network (and parking facilities) at times in the morning and evening, when it is most needed. This will therefore provide the greatest economic and environmental benefit to Edinburgh. The pattern of ridership, associated with the WGH patronage, is likely, to be spread more evenly throughout the day and will be influenced by with shift change times, clinic appointment times and in-patient visiting hours. The result is a steady turnover in parking at the WGH throughout the course of the day, rather than the more problematic peak hour demands experienced elsewhere. It should also be noted that, in accordance with current planning standards, the level of parking provision within the major new developments in north Edinburgh will be strictly limited. This will create a demand for public transport which, if unfulfilled, will result in car owners parking additional automobiles away from their homes and using streets in north Edinburgh that are not part of controlled parking zones for ‘fly parking’. [A Oldfield] 7 Many staff members and visitors use cars to access the WGH. This is not environmentally desirable and, in the long term, is not sustainable. In order to encourage as many people to switch to sustainable modes of travel, it is essential that improved public transport be provided, which is both direct and frequent, so that people can be tempted out of their cars. Tram Line One provides an opportunity to introduce such improved public transport but the current alignment, running along the former Roseburn railway corridor, is too far away to be attractive to people travelling to and from the WGH. The nearest tram stop would be circa 350m from the back entrance to the WGH, with a further circa 400m to the main public buildings – too far to be attractive for most people. 2 Promoter: The proposed route serves the WGH (see para' 3) also note the proposed WGH stop is about 190m from the WGH. A summary of journey times to destinations within the hospital site is provided as part of Mr Oldfield's rebuttal. For example, passengers travelling from the direction of the city centre direction via the proposed tram route arriving at the WGH main reception will take around 30 seconds less than by the Crewe Road option proposed by the objector. Proposals to reconfigure the Telford Road access would offer further improvement in travel time such that travel via the proposed route would be approximately 3 minutes shorter via the proposed route than via the Crewe Road route. [A Oldfield] 8 In order to seek to reduce car trips to/from the WGH, Tram Line One should serve the hospital directly and should, therefore, run along Crewe Road South. The current position of the proposed tram stop is between the Drylaw and Telford housing estates and the Royal College of Nursing Scotland have confirmed they do not anticipate many of their members travelling to/from the WGH early in the morning or after dark would be likely to use this tram stop. Promoter: Safety, security and attractiveness of the proposed walkway from the WGH stop, in common with other access ways to and from stops on the system, is a concern and will be addressed as part of the detailed design. This particular access will be illuminated and is likely to have a full cctv coverage. The proposed Crewe Toll Interchange and frequent shuttle bus will provide a first class facility for those who choose not to make the short walk for whatever reason; darkness, inclement weather, mobility impairment for example.