Joint Local Transport Plan 4 2020-2036 March 2020 Joint Local Transport Plan 4 2020-2036 March 2020

Contents

Section Page Section Page Section Page Section Page

Climate change – the challenge ahead 5 Section 5: Improving connectivity 33 Section 8: Local connectivity 83 Section 11: Major schemes and summary Making a difference 5 Beyond the West of England 34 Local challenges 83 of interventions 127 The challenge 5 Within the West of England 34 Local policies and interventions 83 Major schemes 127 Encouraging modal shift 5 Local 35 L1 Enable walking and cycling, ‘active Transformational 130 JLTP4 and ongoing review 6 Neighbourhood 35 modes of travel’, to be the preferred Early investment schemes (including choice for shorter journeys 84 committed projects) 131 Government role 6 Section 6: Connectivity beyond L2 Reduce the number and severity Joint Transport Study required schemes 134 Where we want to be in 2036 6 the West of England 37 of casualties for all road users 91 Working with partners to build our JLTP4 and the Local Industrial Strategy 7 Beyond West of England challenges 37 L3 Encourage residents and employees current programme 136 Beyond West of England policies Section 1: Setting the scene 9 to make more sustainable and Summary of Interventions 136 The West of England 9 and interventions 37 healthier travel choices 94 Section 12: Targets, indicators, B1 Enhance competitiveness of major L4 Support opportunities for all sectors Climate emergency 10 monitoring 139 gateways and improve connectivity of the population to access the Managing demand 10 to international markets 37 Background 139 Joint Transport Study 11 services they require, wherever B2 Improve strategic resilience they live 100 Developing indicators 139 Local Industrial Strategy 11 of the network for all trips 41 L5 Support the identification and Monitoring indicators 139 Sustainable Development Goals 11 Section 7: Connectivity within implementation of measures that Modal shift target 140 Transport in the West of England 12 the West of England 49 will improve air quality 105 Risks associated with meeting targets 141 Local Transport Plans 13 Within West of England challenges 49 Section 9: Neighbourhood connectivity 111 Summary of indicators 141 Public consultation 17 Within West of England policies and Neighbourhood challenges 111 Section 13: Environmental, equalities Updating and reviewing the JLTP4 18 interventions 49 Neighbourhood policies and interventions 111 and health impact assessments of JLTP4 147 W1 Provide more public transport options Section 2: Transport challenges N1. Use master planning and local design Introduction 147 and improve service quality 50 in the West of England 19 to create better places 111 Strategic Environmental Assessment (SEA) W2 Provide for journeys where public Section 3: Vision and objectives 25 N2 Facilitate the use of active modes for summary 147 transport is not an option 61 Vision 25 all short trips, including the first and Habitats Regulations Assessment (HRA) W3 Use, as appropriate, measures and last mile of longer journeys 118 summary 150 Objectives 25 technological advances to influence Outcomes 25 and better manage the demand of Section 10: Funding and implementation 123 Equalities Impact Assessment (EqIA) summary 153 Where we need to be in 2030 27 private car use 65 Introduction 123 Health Impact Assessment (HIA) summary 153 Where we want to be in 2036 27 W4 Improve resilience of the network, Current situation 123 SEA consultation 154 And where will we go next 27 providing increased reliability 71 The funding gap 124 W5 Enable business clustering and Additional sources of funding 125 Monitoring and next steps 154 Section 4: Embracing technology the efficient movement of freight 77 and partnerships 29 Glossary 155 Technological advances and innovation 29 Appendices Advancing together 30 1 Summary of Environmental Report 159 Maintaining and developing 2 Scheme Summary Table – categories 169 wider partnerships 32 3 Major scheme details 171 4 JLTP4 Consultation Report 187

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Climate Change – the challenge ahead

What is the Joint Local Transport Making a difference disaster. The Panel concludes we will require rapid, Plan 4? far reaching and unprecedented changes in all We have seen significant improvements in aspects of society to avoid this. This is especially The Joint Local Transport Plan 4 (JLTP4) - led by transport since our first Joint Local Transport Plan true for the transport sector which, at 32%, is the the West of England Combined Authority, working (JLTP) back in 2006. largest single source of carbon emissions in the South West. For the West of England transport CO2 with Bath & North East Somerset, Bristol, North The arrival of metrobus and the Greater Bristol emissions will rise by a further 22% by 2036 if we Somerset and South Gloucestershire councils Bus Network has transformed bus services and don’t act - increasing the risk of droughts, floods – looks at transport up to 2036. It sets out how bus patronage has grown, against a national trend and extreme heat not just globally but also for the we aim to achieve a well-connected sustainable of decline. transport network that works for residents, South West region. Consequently, all four local businesses and visitors across the region; a The number of cycling trips has more than doubled authorities and the West of England Combined network that offers greater, realistic travel choices thanks to transport packages in Bath and Weston- Authority have now declared climate emergencies. and makes walking, cycling and public transport super-Mare and investment through the Local the natural way to travel. Sustainable Transport Fund, Cycling Ambition Encouraging modal shift Grant and the Local Growth Fund, improving A note to the text cycling and walking infrastructure. The Local Our Joint Local Transport Plan aims to ensure To demonstrate how the JLTP4 policies contribute Cycling and Walking Infrastructure Plan will that transport is carbon neutral by 2030. To do towards delivering the objectives and outcomes, a provide a prioritised list of improvements across this there has to be a substantial shift towards series of icons have been developed. There is one the West of England. cleaner and greener and more sustainable icon for each objective, with the numbers below the forms of transport. We will need to maximise Rail passengers too have doubled in number since every opportunity and work in partnership with icons showing which outcomes the policy is likely 2008. And looking ahead MetroWest, which will see to make the largest contribution towards achieving. sustainable transport organisations, bus and rail new stations and reopened lines, is on the point of operators, to encourage and help people switch The icons are included next to each policy at the delivery. from cars to cycling, walking and public transport. start of the connectivity sections (Sections 6–9). Thanks to Go Ultra Low West and improved Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing Enable equality and improve accessibility (EA) equal sign or open door We know that for some people a car is essential Address poor air quality and take action against climate change (CC) thermometer/cloud Contribute to better health, wellbeing, safety and security (H) heart infrastructure, every year more and more car trips Create better places (BP) The objectivesgoogle pin/ tree/sunshine are: and is likely to remain so, maybe due to mobility

Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing are made by electric vehicles. Enable equality and improve accessibility (EA) equal sign or open door impairments, work patterns or the need to Address poor air qualityTake and take action action against climate againstchange (CC) thermometer/cloud climate change and Contribute to better health, wellbeing, safety and security (H) heart transport bulky or heavy items. For most people, Create better places (BP)address poor air qualitygoogle pin/ tree/sunshine Meanwhile work is starting on a transformational mass transit network for the West of England and however, the car is often seen as the most convenient personal choice. To encourage people Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing we are embracing technology and how this will Enable equality and improve accessibility (EA) Supportequal sign sustainable or open door and inclusive economic Address poor air quality and take action against climate change (CC) thermometer/cloud heart to move away from cars, we will need to provide Contribute to better health, wellbeing, safety and security (H) lead to new, innovative and low carbon ways to Create better places (BP) growthgoogle pin/ tree/sunshine travel. transformational alternatives such as a new mass Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing Enable equality and improve accessibility (EA) equal sign or open door transit network. This may not be enough, so we will Address poor air quality and take action against climate change (CC) thermometer/cloud Contribute to better health, wellbeing, safety and security (H) heart Create better places (BP) google pin/ tree/sunshineEnable equality and improve accessibility also consider ways to manage demand possibly The challenge through congestion charging, emissions charging Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing Contribute to better health, wellbeing, safety Enable equality and improve accessibility (EA) equal sign or open door Address poor air quality and take action against climate change (CC) thermometer/cloud and workplace parking levy-type schemes. Cities Contribute to better health, wellbeing, safety and security (H) heart All of this is good news, but we recognise the very Create better places (BP) google pin/ tree/sunshine and security real challenge of climate change, the emergency such as Oxford, Leicester and Birmingham are already actively looking at these to reduce demand Create better places we face and its impact on the health, safety and wellbeing of our residents and people around and overall carbon emissions. Revenue raised from demand management measures, which the world. The United Nations Intergovernmental Panel on Climate Change (IPCC) has warned that could be significant, would be re-invested in public a rise in temperatures of just 1.5 degrees could transport, cycling and walking. lead to ecological, environmental and humanitarian

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Climate Emergency – the challenge ahead continued

London of course already has a congestion • Exploring new ways to run and fund our because they allow firms and households to find JLTP4 and the Local Industrial charging scheme, and Nottingham’s workplace transport networks to provide unprecedented the lowest-cost ways of reducing energy use and Strategy parking levy has raised over £61m since it was investment in cycling, walking and public shifting toward cleaner alternatives. Only the introduced in 2012, helping the city fund its second transport. Government can lead on carbon taxes. Launched in the summer of 2019 the West of tram route. England’s Local Industrial Strategy sets the • Promoting zero carbon development that does As part of a coordinated programme we will lobby region’s overall approach to how we will develop not need to be retrofitted. and push central Government to play its part and our regional economy through supporting JLTP4 and ongoing review enable the legislation and funding necessary to innovation, skills development, enhancing In the meantime, regular reviews and progress deliver the JLTP. This Joint Local Transport Plan (JLTP4) sets out to reports will ensure the JLTP4 remains relevant and productivity and infrastructure development. In decarbonise and promote and transform cleaner decisive. turn the JLTP4 sets out how we will develop and greener and sustainable forms of transport Where we want to be in 2036 transport in the region and address our priorities – cycling, walking and public transport but it is to reduce energy demands, lower carbon emissions unlikely to be enough to be transport carbon JLTP4 and the Paris Agreement By 2036 at the completion of the JLTP4 the West and address the climate emergency. Central to of England will be a carbon neutral community neutral by 2030, but it is a good starting point. In line with and taking account of the Paris our Local Industrial Strategy and the JLTP4 are where walking and cycling are the preferred the objectives of clean and inclusive growth and To transform our region, we will need to be flexible, Agreement the JLTP4 is fully committed to choice for shorter journeys, and the vast majority reducing carbon. The JLTP4 has a significantly these are very much aligned to the United Nations’ agile and brave in our approach to the climate of vehicles on the road are decarbonised and 17 Sustainable Development Goals alongside the emergency as technologies evolve and lifestyles positive role to play in meeting the UK’s no longer powered by fossil fuels. People will international obligations through providing a other JLTP4 priorities for supporting sustainable and future strategic and local development have the opportunity to move around the region economic growth, equality and accessibility, planning change so the JLTP4 will not be set in well-connected and sustainable transport network using affordable, high quality and frequent public which accelerates the shift towards low carbon creating better places and embracing new stone. For these reasons the JLTP4 will remain transport to access their jobs and leisure activities technology. under review. We will undertake an immediate trips, supporting sustainable development and and for vehicles delivering goods. Public spaces review which will include further work to build the take up of Ultra Low Emission Vehicles to will be greener, cleaner, people focused places that up the evidence base and establish what will be decarbonise transport. In many respects with the are no longer dominated by vehicles. required to reach the 2030 target and this will set commitment to be carbon neutral by 2030 the the basis for the next JLTP. JLTP4 goes beyond the Paris Agreement. Looking Ultimately our transport vison is: ahead the next JLTP as outlined above will serve to The review will also include: strengthen this role. As described in the following ‘Connecting people and section Central Government will be expected to • Reinventing public transport through mass play its role. transit, smart ticketing and making it more user places for a vibrant, friendly, convenient, safe, direct and attractive inclusive and carbon linking key destinations to enable everyone to Government role use it. The JLTP4 and its successor Plan will not be neutral West of England.’ • Rethinking how we use our existing transport able to achieve everything on their own. Central Read on for how we aim to achieve this. corridors including reallocating more road Government will have an increasingly large space to buses, pedestrians and cyclists. role to play on issues such as the price of fuel, tightening emission standards, incentives to switch • Demand management measures to influence to electric vehicles and funding for mass transit. travel choice and raise revenue to reinvest in As an example the October 2019 IMF report ‘How alternatives. to mitigate climate change’ concluded that of the • First and last mile type solutions to provide a various mitigation strategies to reduce fossil fuel linked-up transport network. CO2 emissions, carbon taxes levied on the supply of fossil fuels are the most powerful and efficient

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Section 1: Climate Emergency – the challenge ahead continued Setting the scene

aerospace, financial, nuclear and innovation.

The West of England In 2017, the West of England Combined Authority (WECA) was formed to help support increasing The West of England is a prosperous city region coordination of transport, housing and skills with a population of 1.1 million and an economy across the area administered by Bath & North worth over £35bn a year. The region is diverse, East Somerset Council, Bristol City Council and with the vibrant densely populated cities of South Gloucestershire Council. It is a legal body Bristol and Bath, complemented by surrounding that can make transport decisions at the combined rural areas and towns. The region’s growth has authority level and receive devolved powers exceeded the national average over the past 15 and resources. It is through the West of England years, while population grew by nine per cent Joint Committee that WECA and North Somerset between 2001 and 2011. Productivity is the highest Council make decisions at the West of England of all city regions in England outside London. level. Central Government has devolved £30m per The West of England is known across the UK and annum for 30 years to WECA, giving more local further afield for its creativity and quality of life; it control and accountability over spending. The West is recognised as one of the best places to live in of England authorities will continue to work closely Britain. The region attracts students and visitors with partners, including the West of England Local from across the globe who recognise the unique Enterprise Partnership. cities and towns and top-performing universities. It has a highly skilled and talented workforce, which is attracted by the top-class job opportunities, supporting the clusters of world-leading sectors within or adjacent to the region including

South Gloucestershire

Bristol

North Somerset Bath & North East Somerset

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Section 1: Setting the scene continued

Climate emergency Managing demand Joint Transport Local Industrial Strategy As we set out at the front of the JLTP4 we need to We have already flagged that we need to change Study The West of England Local Industrial Strategy recognise the very real challenge of climate change the way we travel. This will mean managing A Joint Transport Study looks at how we need to work together to secure with all four local authorities and WECA having demand and in turn this will mean new charges (JTS) was undertaken to clean growth to benefit all residents. declared climate change emergencies. Our aim is and restrictions. Tough measures that will need to recommend how to address Launched in summer 2019, it was developed by to ensure transport is carbon neutral by 2030. This be considered are: both current transport is the opportunity for all of us, from individuals to the West of England Combined Authority and Local l Management of parking provision – on street, off challenges, including Enterprise Partnership, working with regional organisations, to take responsibility for and action carbon reduction, and on reducing transport carbon emissions. Of course, street, residential and business parking businesses and organisations, as well as central forecast growth. The JTS, Government. there is far more to declaring a climate change l Reallocation of road space to sustainable developed in partnership emergency than just transport but taking action transport modes with Highways England, identified potential future To ensure continued success for the region, four will mean changing the way we all travel. strategic transport proposals for delivery up to key priorities are identified in the strategy: l Road user charging e.g. as applied in London 2036, that address current challenges and inform It is no longer enough for us to acknowledge l with revenue reinvested in alternatives future development proposals for local and Investing in infrastructure that reduces energy the issue of climate change: we need to move demand, lowers carbon emissions and is l regional plans. more quickly to respond to the challenge. It is Workplace parking levy e.g. as applied in resilient to the impacts of climate change. no longer enough to expect everyone else to Nottingham with revenue reinvested in Future strategic planning will set out a prospectus l change their behaviour or rely upon technology alternatives for sustainable growth to help the region meet its Strengthening innovation and driving productivity to solve the issue. We must all start taking l City centre and town centre private vehicle bans housing and transport needs. It will include the personal responsibility to tackle the effects of policies and principles required to support the l Supporting all residents to contribute to and climate change including how we decide to travel. The measures will raise revenue to reinvest in delivery of new homes and jobs. Local Plans for benefit from economic success In return we as the West of England authorities alternatives modes of transport. each authority contain the more detailed plans and will press the Government to provide us with the policies for new development, including parking. l Providing businesses with the space, networks tools, powers and resources to achieve our target There is nothing particularly new in these and skills they need to boost productivity, grow of being carbon neutral by 2030. The policies and measures. They have all been successfully used, The JTS set out the following approach for and thrive initiatives set out in this plan enable and encourage often as individual measures, in many locations transport: across the world but what is shifting is the scale of These priorities align well with the JLTP4 the increased use of sustainable and active modes “Transport in the West of England will be of travel. intervention required to address climate change. objectives for addressing climate change, Many of these measures are likely to divide transformed over the next 20 years through a supporting sustainable economic growth, equality opinion, and decisions must be bold to achieve the programme of complementary measures designed and accessibility and creating better places and the step change required by 2030. The purpose of the to address underlying challenges and to enable commitment for embracing new technology (see JLTP4 is to provide the actions, interventions and the sustainable delivery of new housing and Section 4). policy framework for local decisions. employment growth.” More detail on how we propose to manage demand The JTS has informed and has been informed Sustainable Development Goals by local and regional plans. The findings and can be found in Section 7: Connectivity within the Complementing the Local Industrial Strategy are West of England. recommendations in the JTS were advisory; this Joint Local Transport Plan takes account of these the 17 United Nations Sustainable Development findings, builds upon them and formalises the work Goals (SDG) which aim by 2030 to address previously carried out. challenges related to poverty, inequality, environment, prosperity, climate action and peace and justice. Although transport may not have a direct impact on every goal, there are indirect ways that most of

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Section 1: Setting the scene continued the 17 goals can be met through implementing the income. However, most transport funding comes growth. The Western Gateway is not a statutory local communities, where there is a social or measures of the JLTP4 including creating better from the Department for Transport (DfT) and other body. accessibility need and it is not viable to run a places and supporting sustainable and inclusive arms of central Government. commercial service. economic growth. Indirectly, other goals are Five broad strategic transport corridors and three positively benefitted, such as life on land and life Department for Transport interchanges have been identified where enhanced Other organisations below water, through consideration of species in The Department for Transport (DfT) is responsible connectivity will generate a range of economic A range of other organisations are involved in our Habitats Regulations Assessment. for allocating funding to transport schemes. In benefits, including much-needed productivity gains, delivering transport improvements. This includes recent years, the level of regular annual funding employment and Gross Value Added (GVA). The Bristol Airport and Port, housing and employment Transport in the West of England that local authorities receive from DfT for capital Western Gateway is strategically located so that developers, walking and cycling charities and many of the corridors provide connectivity to the Transport in the West of England is planned, transport projects and highway maintenance has external stakeholders. Further details on how been reducing. Funding is increasingly awarded neighbouring SNTBs of the Peninsula, England’s we will continue to embrace these and other managed, delivered and funded by a large group Economic Heartland and Transport for the South of organisations, shown in Figure 1.1, working through competitive bids, such as the Highways partnerships are set out in Section 4. Maintenance Challenge Fund and Cycle Ambition East. A new Western Gateway rail strategy is under together to improve transport provision and development. support our commitment to carbon reduction. Fund, and these can only be used for specific Local Transport Plans purposes. This shift to competitive bids means Highways England Figure 1.1: Transport in the West of England central Government achieves greater control, Local authorities have historically been required accountability, and stronger value for money. Highways England is responsible for the Strategic by Government to prepare LTPs; this plan is the Road Network (SRN), which comprises of fourth prepared by the authorities in the West of Local authorities However, it has led to more uncertain levels of motorways and major A roads. Highways England and WECA England. In the past, LTPs would set out transport funding for local authorities. receives funding from central Government and improvements the local authority had identified sets out its investment priorities in five-year Road as required, and these would be reviewed by DfT. Other organisations Department Local Enterprise Partnership Investment Strategies (RIS). The development of e.g. Bristol Airport for Transport and Port Based on the review, funding for core schemes The West of England Local Enterprise Partnership RIS considers local needs for improvements to the would be allocated, with major schemes (those (LEP) supports business growth and is working SRN, such as new motorway junctions. over £5m) funded through a separate bidding Transport Local to attract new jobs to Bristol, Bath, Weston- Bus operators Enterprise process. in the West Partnership super-Mare and the rest of the region. The LEP, Network Rail and train operating companies of England which is accountable to WECA, brings together (TOCs) The recent shift to most transport funding coming Network Rail Sub-National organisations from the private, public (including Network Rail is responsible for the rail tracks, from bids means LTPs are now more aspirational Transport Bodies and TOCs the four local authorities), education/training and signalling and other rail infrastructure, including documents that are increasingly used as bidding tools. Local authorities can set out a programme social enterprise sectors, to support the delivery Bristol Temple Meads station they would like to deliver, and in addition to regular Highways People of the West of England Industrial Strategy. We England who travel Train operating companies, such as Great Western funding, they can still apply to DfT for larger will also work with the cross border Western Railway, operate the trains and most stations. Like sums of money to deliver major schemes (for Gateway powerhouse covering Bristol, Bath, Highways England, Network Rail produces a five- further information see Section 10: Funding and Gloucestershire, Swindon, Cardiff, Newport and year investment strategy, that takes into account Implementation). Local authorities and WECA Swansea. strategic projects, such as electrification, and Local authorities are responsible for delivering Sub-National Transport Bodies locally promoted projects, such as MetroWest. local transport schemes. They also work together, The Western Gateway Sub-National Transport Bus operators through bodies such as WECA, on the development Body (SNTB) made up of WECA, North Somerset, of cross-cutting strategies for the West of England Most buses in the West of England are run on a Bournemouth, Christchurch and Poole, commercial basis by bus operating companies, and delivery of larger schemes, including metrobus Gloucestershire County, Dorset and Wiltshire and MetroWest. Local authorities receive regular such as First. They are responsible for setting councils aims to provide more strategic thinking routes, fares and timetables, and work with local annual transport funding from local sources, about transport investment priorities to improve including Council Tax, business rates and parking authorities to improve services. Local authorities regional productivity and sustainable economic also subsidise a small number of services for

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Section 1: Setting the scene continued

Achievements during the Joint Local Transport l Completion of the Bath Transportation Package, Whilst the JLTP4 contains much that is new and health. The SEA process aims to make decision- Plan 3 period including expansion to the capacity of Park exciting it will continue the work of its predecessor makers aware of the likely positive and negative The West of England Joint Local Transport Plan & Ride, improvements to the city’s bus stop plans. Small and medium sized schemes to environmental effects of policies and plans at an (JLTP3), prepared in 2011, set out a 15-year vision infrastructure and reconfiguration of parts of the promote cycling, walking, road safety and public early stage of development. city’s road network transport will remain a key part of the JLTP4. for transport across the region. It focussed on The SEA does not provide a detailed assessment reducing carbon emissions, supporting economic l Completion of the A4174 South Bristol Link, a of the schemes listed within JLTP4 but includes a growth, and improving accessibility, safety and Joint Local Transport Plan 4 (2020-2036) key multimodal transport link connecting South This Joint Local Transport Plan (JLTP) has been broad assessment of the likely effects of the overall security, health, and the quality of life. The region Bristol with North Somerset at Ashton Vale, plan. It also considers the impact of adopting has made significant achievements during the prepared by WECA and the four West of England improving links between the M5 motorway, local authorities – Bath & North East Somerset and implementing JLTP4 compared to the likely seven years of JLTP3 spending over £500m on the Bristol International Airport and the A38, and impact of any reasonable alternative scenarios. delivery of transport projects, including: Council, Bristol City Council, North Somerset removing freight vehicles from Winterstoke Road Council, and South Gloucestershire Council. It takes The likely impacts of the plan and the reasonable l alternatives are identified, described and evaluated. Step change improvements to the Greater Additionally, on the rail network, delivery continues account of the JTS findings and recommendations Bristol Bus Network, including vehicle quality, and will support delivery of the more detailed The reasonable alternative scenarios considered as of the Great Western electrification project and new part of this JLTP4 assessment, are: information, service frequency and fare bi-mode intercity trains, bringing faster journey interventions set out in local transport strategies structures times and more services linking the region with across the region. This includes the Bath and l JLTP3 remains the adopted transport policy for l The launch of the first three metrobus routes, London. Work is also progressing on MetroWest, Bristol Transport Strategies, and other supporting the West of England, and none of the transport providing a significant increase in the quality and which focuses on major improvements to local and strategies for cycling, parking and other modes. policies included in JLTP3 are updated. suburban rail services, including the re-introduction The JLTP4 will also be supported by other regional speed of public transport along over 50km of l of passenger services between Portishead, Pill, strategies covering cycling, walking, buses, the ‘No Plan’ option, which assumes there is no routes, linking central Bristol with areas of North JLTP4 and JLTP3 ceases to be in place. This Somerset and South Gloucestershire Henbury and Bristol. Major Road Network and the Key Route Network (KRN). The JLTP is fundamental in supporting the means the JLTP3 policies will no longer apply, l Successful bid with bus operators for These and other projects have contributed to very West of England Energy Strategy, along with local but schemes directly mitigating development designation of key bus route corridors as a positive changes in how people get around the clean air strategies, as part of achieving carbon locations, and individual local authority Better Bus Area to target specific improvements region. During the past ten years we have seen: reduction. Future strategic planning will mainly be transport policies, will continue to exist. funded by displaced Bus Service Operators’ l The number of bicycle trips more than double, delivered by the Local Plans and Supplementary An Environmental Report has been prepared Grant with an average year on year increase of 10% Planning Documents (SPDs), which include for JLTP4, providing an assessment of “the parking standards for the public highway and new l likely significant effects on the environment”. Programmes to facilitate travel behaviour l The number of bus passenger journeys development, including housing and offices. Both change and increase cycle and bus use, The Environmental Report includes a Habitats increasing by more than one third – with 10-15% WECA and the local authorities will put together Regulations Assessment, Equalities Impact delivered under the Local Sustainable Transport alone across much of the region in the year to their capital programmes for major scheme Fund, Access WEST, Better Bus Area Fund, Assessment and Health Impact Assessment. The 2016/17, compared to a fall of nearly 1% across delivery. Environmental Report was consulted upon at the Cycling Ambition Grant and Local Growth Fund England as a whole. Bus passenger satisfaction The relationship of the JLTP4 to other plans same time as the consultation version of JLTP4. l has remained stable in recent years with overall Large areas of public realm improvements to is shown in Figure 1.2 overleaf. The following A summary of the draft Environmental Report is improve conditions for pedestrian and cyclists bus satisfaction levels standing at 89% in the included in Appendix 1. 2017, which is higher than in most core city section identifies the challenges JLTP4 will need to and remove the dominance of vehicular traffic, respond to over the next 20 years. including Weston-super-Mare town centre and regions The SEA seeks to identify measures that can be integrated into JLTP4 to ensure that likely adverse The Cenotaph in Bristol l Strategic Environmental Assessment (SEA) Rail passengers (since 2008) increasing by more environmental impacts of the plan are minimised l Completion of the Weston-super-Mare transport than half, with more than double the number The European SEA Directive (2001/42/EC) requires and mitigated. The mitigations included in the package, including improvements to M5 Junction using the Severn Beach Line an environmental assessment to be undertaken of Environmental Report, and the feedback obtained 21 and the Worle Parkway station interchange We exceeded the targets set out in JLTP3 in all any plans or policies that could result in an impact during the consultation period, were considered these areas, along with those relating to improving on the environment. The overall aim is to ensure and used to inform the final version of JLTP4. better protection for the environment and human road safety and reducing CO2 emissions.

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Section 1: Setting the scene continued

Figure 1.2: Relationship of JLTP4 to other plans Joint Green Infrastructure Strategy Answering the consultation questionnaire, 79% of Transport can make a positive contribution to people agreed with the challenges identified, 65% the natural environment by integrating green agreed with the JLTP4’s vision and objectives, National Government Policies, e.g. National Planning Policy Framework (NPPF), indicated a broad acceptance of the core principles Department for Transport policies infrastructure into scheme design. Green infrastructure is a strategically planned and of the plan. At 56%, fewer people agreed with the managed network of natural and semi-natural approach to improving the region’s connectivity, areas, delivering multiple benefits for people, but still indicated that an overall majority agree Strategic (West of England) wildlife and the environment. The West of with the approach. Responding to this feedback, we have strengthened plans for connectivity and set Regional supporting strategies, England’s emerging Joint Green Infrastructure Strategy (JGIS) provides an evidence base for regional targets for modal share, bus passenger Future spatial including: strategy and Local Joint Local Transport • Key Route Network Strategy Local Plan development as well as other plans and satisfaction, and congestion and road safety (see Industrial Strategy Plan (JLTP4) • Climate Change Action Plan strategies; tools to enable a consistent approach Section 12: targets, indicators, and monitoring). • Local Cycling & Walking to green infrastructure across the four authorities; With the online Transport Priority Simulator, the Infrastructure Plan and identifies opportunities for enhancement and Joint Future • Bus Strategy most popular priorities for transport spending Transport spatial improved connectivity of green infrastructure. were: reallocating highway space (to public Study (JTS) planning • Energy Strategy Transport schemes designed from the outset with • Local clean air strategies transport/cycling/walking), new and improved strong green infrastructure principles including rail services, creating a comprehensive and safe • Strategic Environmental establishment and maintenance considerations Assessment network to support active travel for shorter Spatial and costs have the potential to deliver significant strategy JLTP4 • Network Rail & Highways trips and constructing a mass transit network. HRA HRA England regional strategies benefits including biodiversity net gain, carbon Responding to this feedback, JLTP4 has been • Ultra Low Emission Vehicle capture, sustainable drainage systems, air quality, amended to place greater emphasis on the Strategy improvement to health and wellbeing through highway space required for cycling, walking • Freight strategy improving access to green spaces via active travel and public transport (see Section 4: Embracing Joint Green • Cross boundary area specific routes and building resilience against climate Infrastructure masterplanning/strategies technology and partnerships). We have also made Strategy change. significant progress with our plans to reopen The further development of Green Infrastructure the Portishead railway line (Metrowest Phase 1) Plans at an authority level will also reflect schemes which will upgrade the existing train service at 16 Local stations across three rail corridors. We have also Local (Unitary Authority level) Plan KEY contained within this JLTP4. This approach HRA helps achieve objective 5 (SEAO5) of the JLTP4’s published and consulted on the draft Local Cycling Informs Strategic Environmental Assessment (SEA): to and Walking Infrastructure Plan to support the creation of a comprehensive and safe network for Local Plans (by each ‘protect and enhance biodiversity and ecological unitary authority) Strategic Technical networks. active travel. policy studies documents In the free text comments, some people used the Public consultation opportunity to highlight concerns about specific Local access Major transport strategies & programme HRA Habitats schemes. The alignment and locations of schemes infrastructure plans Regulations Local policy Public consultation on the draft JLTP4 was documents shown on this plan are purely indicative. Any Assessments undertaken from 6 February to 20 March 2019. schemes identified in JLTP4 would be subject to We wanted to ensure that as many people further feasibility work and consultation, with most Major as possible had a chance to respond to the Supporting transport requiring planning permission. Major transport strategies programme consultation on the document. Over the course of programmes delivery the consultation, social media activity exceeded For further information, please see the JLTP4 over half a million views and we received consultation report in Appendix 5. approximately 4,200 responses.

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Section 2: Transport challenges in the Section 1: Setting the scene continued West of England

Updating and reviewing the JLTP4 There have been significant achievements during growth to occur sustainably and be carbon the last seven years of JLTP3. Investment has neutral, connectivity across the region needs to be In the light of climate emergency declarations, contributed towards changes in how people get transformed. We are faced with ongoing and new the need to take significant action, and potential around the region, resulting in increased bus challenges, many of which such as climate change changes to future strategic planning the JLTP4 will passenger numbers, increased levels of walking are not unique to the West of England, and some of undergo immediate review. and cycling, improved road safety and reduced which we have little or no control over. This section CO2 emissions. However, the West of England sets out some of the key challenges faced. A high- We will undertake further work to build up the faces serious transport challenges, which will level summary is shown in Figure 2.1. evidence base and establish what will be required 2 become more acute with the anticipated scale of to reach the 2030 target and this will set the basis £ growth in the area. For population and economic for the next JLTP. This could include: l Reinventing public transport through mass Figure 2.1: High-level summary of transport challenges transit, smart ticketing and making it more user friendly, convenient, safe, direct and attractive linking key destinations to enable everyone to use it. 2 l Rethinking how we use our existing transport corridors including reallocating more and more 2 of 3 commutes by car Over 300 premature Ageing population:£ road space to buses, pedestrians and cyclists. deaths a year linked 1 in 5 over 65 years old l Demand management measures to influence to NO2 travel choice and raise revenue to reinvest in alternatives. increase25% in trips by 2036 2 l First and last mile type solutions to provide a 2 2 in 5 commutes are joined-up transport network. £ £ shortfall 1 in 11 commutes less than 2km l Exploring new ways to run and fund our £6bn by public transport transport networks to provide unprecedented in transport funding investment in cycling, walking and public transport. 2 2 £300m 2 annual cost of congestion l Promoting zero carbon development that does £ £ not need to be retrofitted. Transport is the largest£ In the meantime regular reviews and progress contributor to greenhouse reports will ensure the JLTP4 remains relevant and Population growth gas and CO2 emissions decisive, flexible and agile. 2016: 1.1m people 2036: 1.3m people

18 19 Joint Local Transport Plan 4 2020-2036 March 2020

Section 2: Transport challenges in the West of England continued

Climate change – It reports that CO2 emissions public transport. With significant l Implementing demand And globally: must be cut drastically by 45% population changes, however, management measures to transport is the largest l of 2010 levels by 2030 and ‘net this trend could reverse without encourage a modal shift Higher temperatures - contributor to carbon zero’ levels achieved by 2050. significant intervention and we to more sustainable forms almost 400 all-time high dioxide emissions in the will have to take major action to of travel and reinvest the temperatures were set in the West of England This means that alongside hit that 2030 target. revenue in public transport, northern hemisphere over the technology to reduce emissions, cycling and walking summer of 2019 with records Transport is responsible for such as electric cars, significant As later sections in the JLTP4 broken in 29 countries 32% of carbon dioxide (CO2) advances are required in will expand upon we will address l Local authorities leading the l More droughts and flooding emissions in the West of technology that can remove CO2 climate change by: way as public organisations England, compared to 26% from the atmosphere. In 2017 the by encouraging their own l l Providing a well-connected More extreme weather events nationally. Climate change Government announced plans staff and operations to use and sustainable transport impacts on the resilience and to ban the sale of new diesel sustainable forms of transport l Retreating ice sheets - Arctic, network to accelerate the shift standard of the transport and petrol cars by 2040, with Antarctic and Greenland towards low carbon trips If we don’t deliver on these network, including issues such all fossil fuel powered vehicles actions the most likely local l Gulf stream continues to as flooding, landslides, potholes, banned entirely by 2050. l Supporting sustainable outcomes by 2036 are: slow – 15% drop since the mid heat damage to roads and rail As mentioned in Section 1 the development twentieth century buckling. The JLTP4, future l four local authorities and WECA CO2 emissions up 22% strategic planning and l Supporting the take up of l Areas on Earth that are no have declared climate change Ultra Low Emission Vehicles l Congestion costs £800m a longer habitable by people West of England Energy Strategy emergencies with the aim to be to decarbonise transport year will be key levers in supporting carbon neutral by 2030. Over the UK commitment to the Paris the last decade a reduction in l Embracing new technology l Delays up 40% Travel demand is to provide new travel options Agreement, negotiated at the transport emissions has been l Vehicle trips up 26% growing, and there is 2015 United Nations Framework achieved through improved for people and ways of an increased need to transporting goods 2 in 5 commuting Convention on Climate Change. fuel efficiency and some mode l Time spent queuing in traffic improve the offer of shift to walking, cycling and 74% car journeys less This aims to limit the increase more sustainable modes in global average temperatures l Journey time up 9% of transport than 2km to 1.5°C by 2050. The Climate And nationally: Change Act is a legally binding The demand for travel to and Current carbon dioxide emissions, by sector, in the West of England commitment by the UK l Summer temperatures in the within the West of England is Government to achieve an 80% UK will regularly reach 38.5°C growing, and will continue to reduction in CO2 emissions by oa transport roas 4 by the 2040s grow, due to forecast housing 2050 from a 1990 baseline. oa transport inor roas and employment growth. This l Transport othr 0 Heat related deaths in the UK will put increasing pressure In October 2018, the United nstrial an corcial lctricit projected to rise from 2,000 on the already congested Nation’s Intergovernmental nstrial an corcial as 0 a year at present to 7,000 by transport network. Changing Panel on Climate Change nstrial an corcial othr ls 2050 travel patterns, due to the published a report saying the layout and location of more ostic lctricit l Heavier rainfall impact on world is off track to keep to recent developments, flexible ostic as 2 drainage and sewage systems the 1.5°C limit and would likely working and the increasing ostic othr ls 2 especially in urban areas exceed it by around 2040, even availability of technology and ricltr with the promises made as part telecommunications, will have of the Paris Agreement. some impact on transport

20 21 Joint Local Transport Plan 4 2020-2036 March 2020

Section 2: Transport challenges in the West of England continued growth, but if left unchecked People who do not use public unchecked. The removal of the Demand is growing on the local Transport impacts on High car dependency, poor air there is still going to be an over- transport have the perception Severn Bridge tolls is likely and regional rail network, and safety, security, air quality and inactive lifestyles dependence on the private car, there are limited travel options, to have worsened congestion trains are overcrowded at peak pose a major threat to public particularly for some very short hence the level of satisfaction on some major roads in the times, particularly into Bristol quality, public health health. The quality of the public journeys. with public transport journey West of England. Additionally, and Bath. and public realm realm and green spaces are poor planning information is lower the efficiency of the region’s in some areas, and severance Vulnerable road users than the national average. network is impacted by different and noise caused by motorised The common perception There are high levels of (particularly pedestrians, cyclists highway network management traffic exacerbates this and and motorcyclists) continue is that there are limited arrangements. inequality and different deters the use of active modes. Parts of the road and to be more seriously affected travel options accessibility needs As well as impacting on physical by road traffic incidents with rail networks are under There is a need to sustainably health, it limits the integration There can be limitations to public There are high levels of motorcyclists disproportionately strain accommodate growth in the and vitality of local communities transport connectivity resulting inequality across the West of affected. Many streets are number of delivery and freight and negatively affects quality of from the delivery of bus services The lack of spare highway England, with some communities perceived to have safety or vehicles. These are generated life by a deregulated, commercial capacity impacts on providing by the airport and port, both or individuals not benefiting security issues, including high market, and delivery of rail resilience, for example for of which have aspirations to from the prosperity of the numbers of heavy vehicles. services by franchisees working diversionary routes following expand, and other road freight region but impacted by the high There is a need to This makes walking or cycling to the specification set by DfT. an incident on the motorway movements into and through costs of living. The pockets of unappealing and can increase manage emerging network. Congestion and the region, associated with the deprivation, and their historic Whilst the number of passengers vehicle trips, such as on the technology and unreliability are a major cost growing economy, population lack of investment in transport has increased, public transport ‘school run’, thereby creating a innovation to the region, estimated to be and home shopping. improvements, impact on use is still low compared to vicious circle. equivalent to £300m per year, opportunities to access services We may be at the tipping point some other city regions. Many The local authorities work hard due to increased vehicle operator and employment. One equality Road traffic is a major of a revolution in transport, journeys are across or around to maintain their highway assets. costs and non-productive time, impact is that women are less contributor to both urban and as emerging technologies and urban areas instead of to town However, budget constraints which are barriers to further likely to have access to a car global air pollution. Exposure innovation, including ‘driverless’ and city centres, and travel mean there is a highway clustering of business sectors than men and more likely to to transport-related air electric vehicles and smartphone options tend to be more limited maintenance backlog. There is an in Enterprise Areas/Zones have more complex travel pollution has been associated apps, change how we choose or slower. Some rail services increasing incidence of poor or and other major employment patterns that are not easy to with adverse health impacts to travel. We need to consider are still impacted by the age dangerous road surfaces, often areas. This will impact on our undertake, especially in areas of on local communities and the the potential for, and long-term and low capacity of rolling stock, arising from extreme weather sustainable growth aspirations poor connectivity. There is also natural environment. Air Quality impacts of this on mobility and infrastructure problems and rail and competitiveness if left events. an ageing population which has company staff shortages. Management Areas (AQMAs) travel (see Section 4: Embracing its own distinct travel needs. continue to be in place in areas technology and partnerships for Older people rely increasingly including Bath, Bristol and other more details). 1 in 11 commutes by public transport on others to gain access to locations on major roads with services, especially in rural areas heavy and/or slow- moving where local facilities and public traffic. The Government has transport are lacking or limited. directed local authorities to prepare Clean Air Plans to reduce nitrogen dioxide (NO2) levels in the Bath and Bristol urban areas to legal levels, which can include implementing Clean Air Zones (CAZs).

22 23 Joint Local Transport Plan 4 2020-2036 March 2020

Section 3: Section 2: Transport challenges in the West of England continued Vision and objectives

There has been limited Plic spnin on transport pr rsint Vision Outcomes transport funding Lonon The long-term aspiration for transport in the West For each of the objectives, several outcomes have of England is encompassed in the vision for JLTP4: been agreed. These outcomes set out what we Many of the challenges are a direct orsir an T r result of limited transport funding are seeking to achieve by delivering the plan. across the region and wider South ort st ‘Connecting people and The policies included in the plan will support the West for many years; the level delivery of the objectives and outcomes. of available resources has been ot ast places for a vibrant, insufficient to address the scale To demonstrate how the JLTP4 policies contribute ast o nlan inclusive and carbon neutral of growth. During the five-year towards delivering the objectives and outcomes, a series of icons have been developed. There is period from 2012/13 to 2016/17, the st ilans West of England’ average overall public spending on one icon for each objective, with the numbers transport per resident of the South ort ast Objectives underneath showing the outcomes the policy is West region was around £1,150, the likely to make the largest contribution towards ot st Five objectives have been identified, based on the Support sustainable and inclusive economic growthachieving. (EG) £ or graph of arrows Theincreasing icons are included next to each Enable equality and improve accessibility (EA) equal sign or open door lowest across all regions except Address poor air quality and take action against climate change (CC) thermometer/cloud Contribute to better health, wellbeing, safety and security (H) heart aspirations of the West of England authorities and google pin/ tree/sunshine Create better places (BP) policy in the connectivity sections. for the East Midlands. The average ast ilans previous plans and policies prepared. There is no spend across England (excluding priority allocated to the objectives as they all have London) was nearly 20% higher, 0 00 000 00 2000 200 3000 300 000 Take action against climate and address poor a role to play in achieving the vision for the West air quality Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing at £1,370. Furthermore, during the Enable equality and improve accessibility (EA) equal sign or open door Address poor air quality and take action againstof climate changeEngland. (CC) thermometer/cloud The objectives, as follows, are in no Contribute to better health, wellbeing, safety and security (H) heart Create better places (BP) google pin/ tree/sunshine same period, the South West saw Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing 1. Reduce carbon emissions to net zero by 2030 Enableparticular equality and improve accessibility order: (EA) equal sign or open door Plic spnin on transport pr Address poor air quality and take action against climate change (CC) thermometer/cloud the lowest average overall public Contribute to better health, wellbeing, safety and security (H) heart Create better places (BP) google pin/ tree/sunshine 2. NOx, particulates and carbon emissions are spend per Gross Value Added (GVA) Take action against climate change and Lonon reduced on transport, at £49.76 per £1000 address poor air quality

Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing 3. Air quality in the AQMAs is improved GVA. This compares to an average orsir an T r Enable equality and improve accessibility (EA) equal sign or open door Address poor air quality and take action against climate change (CC) thermometer/cloud Contribute to better health, wellbeing, safety andSupport security (H) heart sustainable and inclusive economic in England, excluding London, of Create better places (BP) google pin/ tree/sunshine 4. Air quality remains better than national Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing ort st Enable equality and improve accessibility (EA) equal sign or open doorgrowth £58.48 per £1000 GVA. The JLTP4 Address poor air quality and take action against climate change (CC) thermometer/cloud Contribute to better health, wellbeing, safety and security (H) heart standards outside the AQMAs recognises the need to catch- Create better places (BP) google pin/ tree/sunshine ort ast Enable equality and improve accessibility 5. The transport network is resilient and up through the most ambitious Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing Enable equality and improve accessibility (EA) equal sign or open door Address poor air quality and take action against climate change (CC) thermometer/cloud Contribute to better health, wellbeing, safety and security (H) heart Contribute to better health, wellbeing, safety adaptable transport programme ever for the st ilans Create better places (BP) google pin/ tree/sunshine West of England. and security 6. Technological advances to improve air quality ast o nlan and monitoring are embraced The following sections of the JLTP4 Create better places set out how we will continue to ast ilans work together to build on our ot ast achievements to date, provide the step change in transport provision ot st that is required, and embrace new opportunities and technology to 0200600 00 provide enhanced connectivity across and beyond the West of England. This will ensure the West of England continues to be one of the best places to live, study work and visit.

24 25 Joint Local Transport Plan 4 2020-2036 March 2020

Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing EnableSection equality and improve accessibility 3: (EA ) equal sign or open door Address poor air quality and take action against climate change (CC) thermometer/cloud heart Contribute to better health, wellbeing, safety and security (H) £ or graph of arrows increasing google pin/ tree/sunshine Support sustainable and inclusive economic growth (EG) CreateVision better places (BP) and objectives continuedEnable equality and improve accessibility (EA) equal sign or open door Address poor air quality and take action against climate change (CC) thermometer/cloud Contribute to better health, wellbeing, safety and security (H) heart Create better places (BP) google pin/ tree/sunshine

Support sustainable and inclusive Contribute to better health, wellbeing, safety Where we need to be in 2030 And where we will go next economic growth and security To achieve carbon neutral transport by 2030 Significant changes are taking place in society and 1. Improved efficiency and reliability on local, 1. There is a step change in the number of requires a substantial modal shift away from mobility as the digital age has collided with, and national and international transport networks healthy, low carbon walking and cycling trips cars to public transport, cycling and walking. It is is disrupting, the motor age. Social, technological, 2. Delivery of new housing and jobs is 2. There is a continued reduction in the number likely that a significant daily road pricing charge economic, environmental and political drivers supported of road casualties on the transport network with revenue reinvested in alternatives, and the are at play, creating deep uncertainty over what 3. Access opportunities to employment growth 3. Road safety for transport users is improved, return of the fuel tax escalator alongside further the future might look like. We want the West of areas and education is provided for all particularly for those most at risk engine efficiency improvements will be needed to England to be a world leader in transport provision. decarbonise transport (see Section 11 and Modal We want to be at the forefront of technology not 4. Transport assets are maintained and 4. Personal safety on the transport network is Target Shift). just ready for technology change but actively

Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing managed, and demonstrate value for moneyequal sign or open door improved, and there is less crime and fear of Enable equality and improve accessibility (EA) pursuing, planning and harnessing it and in the Address poor air quality and take action against climate change (CC) thermometer/cloud Contribute to better health, wellbeing, safety and security (H) heart 5. The high-quality transportCreate better network places (BP) generatesgoogle pin/ tree/sunshine crime Where we want to be in 2036 process pushing central Government to enable the inward investment legislation and provide the funding necessary to By 2036 at the completion of the JLTP4 the West realise this level of ambition. 6. Congestion and demand on the network Create better places of England will be a carbon neutral community Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing Enable equality and improve accessibility (EA) is betterequal sign managed or open door through technological 1. Journey experience is enhanced through an Address poor air quality and take action against climate change (CC) thermometer/cloud where the vast majority of vehicles on the road are Contribute to better health, wellbeing, safety and security (H) heart Create better places (BP) advancesgoogle pin/ tree/sunshine integrated and connected transport network decarbonised and no longer fuelled by fossil fuels. 2. The impact of the transport network on the More people will have the opportunity to move Enable equality and improve accessibility built, natural and historic environment is around the region using affordable, high quality 1. Connectivity is increased and transformed, minimised and frequent public transport accessing their enabling seamless “door-to-door” movements 3. Streetscape, public spaces and urban jobs and leisure activities and delivering freight. of people and goods environments are enhanced People’s choice of mode will be reflected by the real cost in environmental terms and consequently 2. Access for those with both visible and hidden 4. The transport network supports our streets and roads will no longer be dominated disabilities is improved neighbourhood renewal and the regeneration by the private car. More of us will cycle and 3. Access to services and opportunities for of deprived areas walk short distances more frequently rather residents in rural, remote and deprived areas than deciding to travel by car. Some of us will be is improved travelling by connected and autonomous vehicles whilst overall the number and distance of journeys 4. Better information to aid travel decisions is to work will decrease as more of us choose to work provided from home. 5. Low carbon transport and opportunities for reducing the need to travel are maximised 6. New public transport systems, smarter ticketing and faster payment options are enabled

26 27 Joint Local Transport Plan 4 2020-2036 March 2020

Section 4: Embracing technology and Section 3: Vision and objectives continued partnerships

Technological advances and accessible transport option for all. However, if CAVs innovation start to compete financially with public transport this may result in people shifting away from public Technological advances and innovation are striding transport to cars, which would lead to an increase ahead at the global level, with new digital systems in the number of vehicles on the road network. and devices becoming an increasingly important The introduction of CAVs may also mean that some part of our daily lives. The huge rise in internet people opt to commute further for work due to shopping, more flexible working patterns and their ability to work while traveling, again resulting use of telecommunications software, are leading in more vehicles on the road. Within this JLTP4 to fewer journeys being made per person for period, CAVs will only provide part of the solution, shopping, commuting and business. Technology and a multimodal approach will still be needed. has had a significant impact on mobility, and this will continue. Mobility as a Service (MaaS), including Pay As You Go travel, could encourage a shift away from Future mobility is about so much more than personally-owned modes of transport and towards technology; it’s about people, connectivity and the solutions that are consumed as a service. This way we create and support change to deliver the could include the concept of paying for a weekly future we want. People often adapt well to change, travel pass that includes bike hire, car hire, bus but opportunities need to be provided in the right and train travel, rather than owning a personal place and at the right time to maximise benefits. As mode of transport. such, by shaping future mobility systems, we can, in turn, shape demand. Open data, stemming from data collation and sharing of information obtained from journey The right schemes and policy framework need planning tools and ticket sales, for example, can to be in place to capitalise on changes, enable provide an understanding of travel behaviour. In us to harness the potential benefits, ensure it is turn, the data can support the identification and accessible to all and avoid negative impacts. We development of measures that influence future are witnessing rapid developments in many areas travel demand and mobility networks. that could mean more people are able to choose walking, cycling and public transport. These Future Mobility Zones (FMZs) changes could support a more inclusive society Smart city initiatives, that use data and technology where the young, elderly, persons with mobility to create a more efficient and integrated network, challenges, as well as those living in rural areas, such as Smart Motorways and Urban Traffic have new travel options, and offer new ways of Management Control. transporting goods to and around the region. Improved and faster wireless technology, will The main areas being explored, or where advances support development of many technologies. The are occurring and evolving, are as follows: ability to access information, particularly when out and about, is critical to enabling people to Connected and Autonomous (driverless) Vehicles maximise opportunities to access the services (CAVs) have the potential to radically transform they require. the transport system in the longer-term future. However, the evolution of CAVs needs to be Carbon reduction technology, such as cleaner carefully managed. CAVs offer the opportunity fuel and energy, are increasing in prominence for fewer people to own cars, if sharing vehicles and availability. This includes hybrid and electric and journeys becomes the norm, providing an vehicles, and e-bikes.

28 29 Joint Local Transport Plan 4 2020-2036 March 2020

Section 4: Embracing technology and partnerships continued

Timescales are hard to predict, and a technological initiatives to improve mobility. the population, to enable them to embrace new transformative change that is driven by some or opportunities. all of these advances may not even occur. While We will release open source data for application mobility changes are mostly likely to occur just developers to build apps and digital platforms, The West of England authorities were project beyond the lifetime of this JLTP4, many of the so the community can have direct involvement in partners with the ground-breaking Flourish and Case Study: Venturer enhancing our service. Data should be shared and Venturer projects, which considered the potential JLTP4 schemes will have a long lifespan, so Venturer concentrated on autonomy. The open to avoid the creation of a monopoly. Open for, and long-term impacts of, technological the potential technological impact needs to be state-of-the-art Wildcat autonomous vehicle data is crucial with mobile phones and real-time developments such as CAVs. Both projects involved considered. This will mean we are prepared for developed by BAE Systems allowed Venturer information playing an increasingly important role academics, as well as legal and insurance experts, where we want to be, rather than adapting to to develop a range of new sensor and in providing choice. We will put an expectation to understand the societal implications of these the new mobility environment we find ourselves control technology with experts at the Bristol on our partners to provide us with any data technologies. A regional technology consortium in. Initially, we will produce a strategy on CAVs Robotics Laboratory. A series of increasingly they collect, to guide the future development of to combine the knowledge of these partners and MaaS setting out our position, including our complex tests were carried out over three transport. along with vehicle manufacturers, communication concerns and ambitions. years. Year 1 focussed on handover between providers, technology specialists, national research human and machine; Year 2 on interaction As a starting point the West of England has bid We recognise the need to gain confidence and projects, and academics of the universities in the between the Wildcat and other vehicles; to become one of three areas nationally to share public trust in using new technologies. We will region has been set up. and Year 3 on interactions between the £70m of Future Mobility Zones (FMZ) funding to encourage suppliers and partners to work closely Wildcat and pedestrians and cyclists. It also maximise the benefits from transport innovation in with elderly and ‘harder to reach’ sectors of The Government’s Innovate programme is demonstrated “see through technology” urban areas. The core projects within our FMZ bid delivering research and innovation projects. where one vehicle reports to the vehicle are a data hub to unify datasets and gather new We recognise the high cost of widespread behind it what is in front. Venturer partner data. The aim is to maximise the understanding implementation of new mobile technologies and Williams developed an advanced simulator of travel demands and traffic and a mobility as a will work with suppliers and other partners to help based on a Range Rover Evoque that could service platform connecting operators, consumers Case Study: Flourish ensure that it does not only benefit areas or users replicate the real-world scenarios, as well and transport authorities. For the user, it will mean Flourish concentrated on connectivity where the highest level of financial return can as testing human perceptions of a range of new services, bespoke information and offers and older people. Flourish trialled some be gained, and that rural areas, in particular, factors in a CAV. a single platform to plan and pay for mobility world leading Vehicle to Infrastructure are not overlooked. services. Other aspects of the FMZ involve the (V2I) technology including the latest Partners: Venturer – Atkins (part of SNC- development of Mobility Stations to improve generation of Wi-Fi for cars. It demonstrated Lavalin), AXA UK, BAE Systems, Bristol City physical connectivity; trialling of micromobility communication between vehicles, and Council, South Gloucestershire Council, First modes; and deploying dynamic demand responsive between vehicles and a base station. Flourish Group, Fusion Processing, Williams Advanced transport services to improve first and last mile developed driverless pods tested in campus Engineering, University of the West of connectivity and access to employment. type environments, as well as in simulators. England and University of Bristol. Flourish focused on the needs of older people Advancing together when using CAVs, and built a detailed model of how Bristol could operate in future CAV We are committed to partnership working to scenarios. ensure we are at the forefront of implementing technological advances in transport, through Partners: Flourish – Atkins (part of SNC- developing and sharing knowledge, lessons Lavalin), Airbus Group, Axa, Dynniq, React AI, learned and innovations. The ambition for the West Designability, OPM, Aimsun (part of Siemens), of England is to become a European leader in the Bristol City Council, South Gloucestershire progressive roll-out of new technologies and new Council, Transport Systems Catapult, Age UK, forms of mobility. We will work with and support University of Bristol and University of the national and local legislation that encourages West of England. safe and sustainable travel, especially through

30 31 Joint Local Transport Plan 4 2020-2036 March 2020

Section 5: Section 4: Embracing technology and partnerships continued Improving connectivity

Maintaining and developing wider We will provide a well-connected sustainable Park & Ride (P&R) will play an important role in partnerships transport network that offers greater, realistic enabling people living outside the urban areas, travel choice and makes walking, cycling and public who do not have easy access to public transport, The key to success in delivering JLTP4 is to work transport the natural way to travel. Trips into and to access central areas by non-car modes. By closely with our stakeholders and continue to build within the West of England will be seamless, faster, providing P&R sites on prioritised routes into the new partnerships. A JLTP4 Advisory Group was cheaper, cleaner and safer. main urban areas, the accessibility, reliability and established to provide technical and professional convenience of P&R services will be improved. It is often said that our network is at capacity, advice, comprising over 20 representatives of particularly during the morning and evening peak transport operators and providers, transport user We recognise that for some people the private periods, but this is only the case if you consider groups, transport discipline experts and emerging car is essential and for others it is often the only it in terms of ‘vehicle space’. If we considered our technology specialists. WECA and the four West realistic mode of travel, such as those in rural roads in terms of ‘people space’ there is actually of England councils will continue to maintain and areas where a reasonable level of bus service is plenty of available capacity on our road network. develop partnerships with: not sustainable. The needs of people with personal mobility challenges are recognised and supported. The focus for investment is on increasing the l Local and national transport operators and In line with our responsibilities under the Equality attractiveness of more active and sustainable providers Act 2010, we will ensure all new infrastructure, modes, both by improving these networks and vehicles and information are as accessible as l Transport user groups opportunities and implementing measures that possible. We will deliver improvements to existing can manage private car use. Individuals will be l Persons with reduced mobility groups l Local transport networks, targeting parts that cause empowered to change their travel habits, with most disadvantage. This includes rural and businesses and business groups l Community sustainable modes becoming the preferred choice and voluntary sector deprived areas, which are in danger of getting left for journeys, if journeys need to be made at all. behind. l NHS (including Clinical Commissioning Groups) New and expanded rapid and mass transit, across and local sport organisations In seeking to reduce the level of emissions, the Bristol urban area and providing links towards including carbon, we will provide infrastructure l Educational establishments the East and North Fringe, Bath and the airport, to support the use of electric vehicles. We will will be transformative, providing fast and reliable also continue to explore the use of mechanisms to l Community Rail Partnerships journeys for residents and visitors. It will be reduce dependency on private car use, including supported by comprehensive walking, cycling, bus l Police and Local Community Safety Partnerships providing continued support in the development of and rail networks, that enable people to get to new technologies. l Neighbouring councils (including across the stops/stations quickly and easily. The quality and River Severn) coverage of this supporting network is critical, as Our strategy for improving connectivity in the West the first and last mile of any journey is often the of England is shown in Figure 5.1. l Service providers e.g. electricity network most important factor in determining mode choice. operators This JLTP4 is structured around improving Attracting trips made by private car onto rapid and connectivity at four levels. These are not exclusive; l West of England Road Safety Partnership mass transit will bring improvements in journey some of the policies and interventions are As each individual project is developed a times, reliability, air quality, carbon emissions and relevant at more than one level, although they consultation plan will be developed tailored to overall attractiveness of the network for more have not been repeated. As a plan that focuses the relevant stakeholders unique to the impacted sustainable modes. Less traffic will improve the on the West of England region rather than local community and scheme type. perceived safety and security of the network, and areas, connectivity at the most strategic level is the reallocation of road space, where appropriate, considered first. Specific examples of how we work, and will will allow streets to be transformed, creating better continue to work with groups or organisations, are places and improved public realm in urban areas. set out in the connectivity chapters.

32 33 Joint Local Transport Plan 4 2020-2036 March 2020

Section 5: Improving connectivity continued

Figure 5.1: Strategy for improving connectivity Local

alin an cclin ar Journeys of up to approximately 10km, including t prrr coic or all journeys wholly within one urban area and sortr trips an to accss those between neighbouring rural areas, and rural plic transport and urban areas. The focus is primarily on: llconnct plic s o caniss to rc transport ocss aron l Active travel, including improving cycling and pnnc on priat car s ass an rapi transit walking networks in ran aras tr spport a coprnsi iproin air alit plic l Travel planning and increasing knowledge about alin cclin local s an ral an spportin rail ntor sustainable modes sstainal ntor Achievement l ipronts of JLTP4 vision, Providing easily accessible information objectives and l Access to services, including remote working outcomes Tcnolo lopnts and reducing the need to travel to rc t n to tral l Par i sits on raial an nal salss orns Improving air quality rots to intrcpt priat tro ipro tictin cars ntrin t ain an inoration on transport Neighbourhood ran cntrs coics Journeys within local communities, both urban and rural. The focus is primarily on: l Removal of physical barriers, such as severance ia capacit can T s o roa spac is caused by major roads rallocat to sstainal an or ctil ana acti os o transport tcnolo l Safety and security, both perceived and actual r appropriat l Master planning, local planning and public realm Beyond the West of England Within the West of England This JLTP4 is not structured around transport Journeys into and out of the West of England, Journeys wholly within the West of England, but modes; however, Figure 5.2 sets out where the including to other areas in the South West, South longer than approximately 10km, including those modes have the biggest role to play in improving Wales, national and international. The focus is between main urban areas. There is recognition connectivity in the West of England. Note that many primarily on: that long trips start with a local trip. The focus is journeys will combine at least two modes of travel. on: l Strategic road and rail networks, including the role of coaches l Developing rapid and mass transit, and supporting and enhancing existing public l Supporting the role of the port and airport, for transport both passengers and freight l Managing the demand of vehicles on the network l Technology, to manage the network, provide future travel opportunities, and reduce environmental impact l Freight and the needs of businesses

34 35 Joint Local Transport Plan 4 2020-2036 March 2020

Section 6: Connectivity beyond the Section 5: Improving connectivity continued West of England

ir ol o transport os in iproin connctiit at irnt connctiit lls Beyond West of England challenges Beyond West of England policies and Prsonal Tral The West of England serves, and requires linkages interventions ioroo Localitin oon o to, the wider South West, South Wales, the rest Two main policies will support delivery of the of the UK and international locations, to meet JLTP4 objectives at the beyond West of England its growth targets and ambitions. The economic connectivity level: viability of the West of England and surrounding areas is dependent upon the provision of l B1: Enhance competitiveness of major gateways and improve connectivity to international convenient and attractive access arrangements for industrial, business, shopping and tourist trips. markets However, trip lengths mean travel choices are l B2: Improve strategic resilience of the network often more limited for longer journeys. Combined for all trips with a network that is increasingly under pressure, specific challenges for connectivity beyond the The policies will be delivered by focussing on West of England have been identified, building on specific interventions. the general challenges included in Section 2: B1. Enhance competitiveness of major l The Strategic Road Network (SRN), particularly gateways and improve connectivity to the M4 and M5 motorways, have heavy traffic flows due to both longer distance through traffic, international markets and local movements that perceive the SRN to £ or graph of arrows£ or grincreasingaph of arrows£ or gr increasingaph of arrows increasing Support sustainableSupportSupport and sustainableinclusive sustainableSupport economic and sustainable and inclusive inclusivegrowth economic and (EG) economic inclusive growth growth economic (EG) (EG) growth (EG) £ or graph of arrows increasing equal sign or openequal door sign or openequal door sign or open door Enable equality EnableandEnable improve equality equality accessibilityEnable and and improve equality improve (EA accessibility) and accessibility improve (EA accessibility )(EA) (EA) equal sign or open door offer the best route Address poor airAddress quality poorand take airAddress quality action poor againstand airtake quality climate action and againstchange take (CC)actionclimate againstthermometer/cloud change climate (CC) changethermometer/cloud (CC) thermometer/cloud Address poor air quality and take action against climate change (CC) thermometer/cloud ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety to wellbeing,better and contributes security health, safety wellbeing,(H) and security safetyheart (H and) securityheart (H) towardsheart the delivery Contribute to better health, wellbeing, safety and security (H) heart rit google pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ tree/sunshine Create better placesCreate (BP) better placesCreate (BP) better places (BP) of theCreate betterfollowing places (BP) objectivesgoogle pin/ tree/sunshine and outcomes: ioroo Localitin oon o l The removal of tolls on the Severn crossings in 2018, has resulted in increases in traffic using the crossings, for which mitigation measures will need to be sought 1,3,4,5 1,2,4,6 5 1 l Both the Port of Bristol and Bristol Airport have aspirations to increase throughput, impacting on the area’s transport infrastructure The main interventions that will support the delivery of the policy, are: l HGV and other freight delivery movements l are increasing, due to rising freight volumes, Work with Bristol Airport to maximise the impacting on the already congested highway airport’s transport connectivity as a local, sub- network regional and regional transport interchange l The impact on the built and natural environment, Enable improved transport connectivity with particularly air quality, means alternative realistic Bristol Port opportunities need to be investigated for longer distance freight and people movement.

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Section 6: Connectivity beyond the West of England continued

Work with Bristol Airport to maximise the airport early. This also applies to those travelling We will work with the airport to limit the increase airport’s transport connectivity as a local, sub- on direct buses from Bath and Weston-super-Mare, in demand for additional car parking provision, regional and regional transport interchange the latter of which only has an hourly service and support them in identifying infrastructure that Case study: Bristol South West all day. prioritises lower emission vehicles. Bristol Airport is the ninth busiest airport in the UK Economic Link study (BSWEL) and carried over 8 million passengers in 2017. It North Somerset Council completed the Bristol Airport is required by Government to Bristol Airport has dedicated airport private hire has applied for expansion, which if approved would BSWEL study in 2019. The BSWEL project produce an Airport Surface Access Strategy. operators. Whilst private hire vehicles need to be cater for 12 million passengers per annum by the was developed to assess existing network Improved access arrangements will enable the readily available to passengers, operators will be mid-2020s. The airport is also required to produce constraints and resilience issues and airport to provide passengers, staff, businesses, encouraged to improve their vehicle fleets and an airport Master Plan, which sets out long term to provide a framework to assess what delivery and also local public transport users a embrace technological advances in electric and expansion plans towards 2050. transport packages could support economic greater range of sustainable transport options for a autonomous vehicles. development along the corridor. more accessible regional transport interchange. It Regardless of expansion plans, improving will include options to improve connectivity across At present, there are no designated air freight connectivity to Bristol Airport is crucial. In The study explored transportation transport modes including Park & Ride, local bus services operating at Bristol Airport, although particular, we will work to increase public improvements along the A371-A368-A38 services, and highway junction improvements on an estimated 900 tonnes of cargo per year of transport in the short term, with improvements to corridor between Bristol, Bristol Airport, the nearby transport network, and exploring tram, passenger belongings is carried in passenger bus and coach services serving the airport, and Weston-super-Mare and M5 J22, light rail and heavy rail opportunities. This could aircraft. The Airport has no specific plans to in the long term through a high-frequency mass improvements to Worle Station and a mass be partly funded through S106 contributions, either introduce any air freight route as part of the transit corridor. transit link to Bristol Airport. The identified from existing planning permission or any future ongoing expansion plans, but as it would be a transport improvement packages would have contributions, should any expansion be approved. commercial operator’s decision, there is still the There has been significant investment in improving a number of likely benefits: potential for this to happen. Approximately 1500 accessibility in recent years, including the South The airport is making sustainable improvements • Supporting sub‐regional and regional freight vehicles (LGVs and HGVs) use the airport Bristol Link and improvements to the Airport to some of its operations through national economic, employment and housing growth main entrance per day, which would increase Flyer frequent bus service. However, further initiatives such as Sustainable Aviation, and their including any potential future growth at should the proposed expansion plans be approved. and more significant improvements are needed, own initiatives such as the Noise Action Plan and Bristol Airport should this be approved such as mass transit on the corridor linking the its Environmental Impact Fund. However more We will support Bristol Airport in including through the planning process airport with Bristol centre. This will enable more significant measures will be required to respond to freight in its Airport Surface Access Strategy, by efficient use of transport space and provide the • Improved connectivity, multimodal and the Climate Emergency challenge. identifying sensitive freight routing and delivery improved connectivity needed whilst also acting mass transit surface access provision to periods to minimise the impact, if road freight is as a transport interchange for the surrounding and from Bristol Airport ensuring benefits We will work with Bristol Airport to define and the only option. rural communities. Enhanced connectivity is also of new infrastructure are shared with local deliver a low carbon, accessible, integrated, and required between the growing town of Weston- communities reliable transport network, for both staff and passengers to access the airport when they need super-Mare, the J21 Enterprise Area, the Weston • Enhanced network resilience and reliability to. Villages developments and the M5. Connectivity by addressing congestion along key will improve onwards to Banwell, through realising strategic routes to the Airport and the While ensuring affordable car parking is available development opportunities and improvements to wider sub‐region for passengers for whom public transport is transport and the quality of life both bypassing and • Improving the environment and quality of not an available or practical option, the demand within the sensitive village centre. life for residents and businesses in the area for driving to the airport needs to be managed. The Airport Flyer express bus service from central The provision of infrastructure to cater for Transport packages have been identified Bristol saw a doubling of capacity in early 2018. technological advances in electric and autonomous and would require more detailed options While operating up to at least every 10 minutes vehicles will be prioritised, supporting delivery assessment work, should the funding during the daytime, it only operates hourly in of improved air quality, health, and meeting the become available and the local and regional the early morning, making it a less viable option challenge of the Climate Emergency. requirements for them develop. for passengers and staff needing to arrive at the

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Section 6: Connectivity beyond the West of England continued

Enable improved transport connectivity There is an opportunity to maximise the developing B2. Improve strategic resilience of the with Bristol Port tourist offer from the Bristol Cruise Terminal, network for all trips by providing more seamless connections across Bristol Port is one of the most productive and Case study: Bristol Cruise Terminal £ or graph of arrows£ or grincreasingaph of arrows£ or gr increasingaph of arrows increasing multiple travel mode choices. For onward travel Support sustainableSupportSupport and sustainableinclusive sustainableSupport economic and sustainable and inclusive inclusivegrowth economic and (EG) economic inclusive growth growth economic (EG) (EG) growth (EG) £ or graph of arrows increasing equal sign or openequal door sign or openequal door sign or open door Enable equality EnableandEnable improve equality equality accessibilityEnable and and improve equality improve (EA accessibility) and accessibility improve (EA accessibility )(EA) (EA) equal sign or open door thermometer/cloudthermometer/cloudthermometer/cloud Address poor airAddress qualityAddress poorand poor take airAddress quality airaction quality poor againstand and airtake quality takeclimate action action and againstchange take against (CC)actionclimate climate against change change climate (CC) (CC) changethermometer/cloud (CC) Bristol Port now accommodates a range of ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety to wellbeing,better and contributes security health, safety wellbeing,(H) and security safetyheart (H and) securityheart (H) towardsheart the delivery technically advanced ports in Europe. Current Contribute to better health, wellbeing, safety and security (H) heart google pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ tree/sunshine to Bristol city centre, opportunities could include: Create better placesCreateCreate (BP) better better placesCreate places (BP) better (BP) places (BP) google pin/ tree/sunshine movements at Bristol Port include the storage tourist cruise liner services, with 2017 seeing increased frequency ferries along the River Avon of the following objectives and outcomes: and onward movement of bulk cargo, employees 12 different cruise lines embark from the port and to the North Somerset coastline; improved bus accessing the site for work and cruise passengers. to places such as Norway, the Caribbean and and coach connection via the nearby Shirehampton Mexico, the Azores, Portugal and Spain, the In April 2018, the Department for Transport (DfT) Park & Ride; local rail connection via Avonmouth or 1-6 4 3,4 2 set out their plans for improving the connectivity Fjords, the Scottish Highlands and Islands, Shirehampton rail stations; and improved car hire of England’s ports by publishing ‘England’s Port Normandy, Canary Islands and Madeira. options at the Bristol Cruise Terminal (including Connectivity: the current picture’. It contained nine This will improve the region’s offer for both electric vehicle hire). Improved bike hire facilities The main interventions that will support the regional case studies, including Bristol. outgoing and incoming tourists, enabling and cycling provision along the A4 Portway cycle delivery of the policy, are: competitiveness with other national cruise route could benefit both tourists and staff who Issues impacting on the efficiency of port terminals. operations (including Avonmouth and Portbury), work at the terminal. l Maximise opportunities arising from improvements to the strategic road and rail are: The development of the Bristol Cruise We will work with Bristol Cruise Terminal to network, and identify and support delivery of Terminal also opens up an important tourism explore ways that onward travel options across l Journey time and reliability on the M5, further changes market for visitors to the West of England multiple mode choices can be improved, including particularly evening congestion at Junction 19, region and beyond. With good strategic road opportunities with emerging technologies, such as l Identify opportunities to manage the impact of and the huge increase in traffic and congestion links, local rail links to Bristol and Bath and electric vehicles. Severn Bridge tolls removal in the summer months a direct waterway access to Bristol and the l Resurfacing and rebuilding of sections of the North Somerset coastline, visitors are well l Support the role of coaches for residents and A403, as it forms a crucial link to the port connected to a range of local and regional visitors tourist attractions, providing a new and l l Rail connectivity, such as gauge clearance for important source of income and recognition Manage and mitigate the impact of regular and containers and the need to remove potential for the West of England region. infrequent events on the transport network conflicts with passenger services Maximise opportunities arising from l The motorway severs the connection to/from improvements to the strategic road and rail local neighbourhoods, making it difficult for local The amount of freight is set to increase in the network, and identify and support delivery of employees to access the area by modes other future, with recent or planned investments at than private car Bristol Port including £20m towards car handling further changes facilities and consented development for a potential l Significant freight movements to and from the £800m container terminal. Improved connectivity port discourage walking and cycling due to is vital for the port as it expands further, enabling perceived safety and air quality issues, and shift it to remain such an economically important player work means it is difficult and unattractive for in the region’s development and national and employees to use public transport international links. We will work with Highways England to improve We will support Bristol Port in strengthening M5 Junction 19 to enhance access between the existing healthy working relationships with motorway network and the Royal Portbury Dock, Network Rail, Highways England, relevant local Portishead, Portbury and Pill. authorities and the Local Enterprise Partnership, ensuring road and rail needs are incorporated into wider connectivity improvement plans and any expansion is ‘green’.

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Section 6: Connectivity beyond the West of England continued

Strategic Road Network The JTS, which was co-funded by HE, highlights We will work closely with Highways England, The Port of Poole saw the completion in 2018 of a The Government’s Strategic Road Network (SRN), the need for substantial investment in the SRN, neighbouring authorities and other partners on the £10m expansion of the harbour to accommodate covering the country’s motorways and some major including extensions to Smart Motorways and RIS2 M4 to Dorset Coast study and connectivity large cruise and cargo ships, which is expected to A-roads, is managed and operated by Highways new and improved motorway junctions and improvements and will continue to make the case see a notable increase in the volume of goods and England (HE). As well as providing for strategic links. This includes the need for a new motorway for new and upgraded junctions on the M4 (new passengers. This will increase demand for journeys movements into and through the West of England, junction between M4 Junction 18 and Junction Junction 18a) and M5 (Junctions 14/19/new 21a) along the north-south corridor. the use of the SRN needs to be balanced with an 19 (Junction ‘18a’), an associated link road to the and Park & Ride on the M32. We will continue to work with Bournemouth, appropriate level of local accessibility and the use of A4174 Ring Road and a new motorway junction Direct improvements on the SRN itself should Christchurch and Poole, Dorset and Wiltshire the Major Road Network (MRN). between M5 Junction 21 and 22 (Junction ‘21a’) to serve Weston-super-Mare, Bristol Airport and include measures to benefit non-car modes. This councils through the Western Gateway We will work with Highways England and an associated link road to the A38. The link road is important in the Bristol area, where interactions Subnational Transport Board in encouraging neighbouring authorities to find the optimum to the A4174 Ring Road scheme would help tackle between the M4, M5 and local highway network are Highways England to undertake a strategic study balance of use of the SRN for strategic movements congestion problems in the north-east fringe of closely linked. The successful delivery of the M32 to develop the case for improvements to north- and appropriate local accessibility. Bristol and help businesses operate more efficiently. bus lane and bus-only junction demonstrates the south strategic connectivity, in seeking to include A feasibility study identified a new junction located benefits of greater integration of urban mobility and funded schemes in the next Government’s Road Investment in the network is funded by the Road the strategic network. Investment Strategy. This includes: Investment Strategy (RIS) and set out in the Route in the Emersons Green Enterprise Area. This would Strategies, three of which include SRN roads require improvements to the M4 between Junction We will encourage Highways England to give l South Coast to M4 connectivity improvements: passing through the West of England: 19 and the new Junction 18A, and improvements to greater emphasis to non-car modes on the SRN in to provide a high-quality transport option. all junctions on the Ring Road from The Dramway making investment decisions, as well as providing l l London to Wales (M4, M32, M48 and M49) to the A4 Hicks Gate junction. HE has accepted the greater flexibility in using funding to help deliver A46 to M4 route improvements at Cold Ashton: broad principle of these proposals, and we will work capacity improvements especially at the Cold l Birmingham to Exeter (M5) infrastructure on the local highway network near to with HE on the detail of scheme location and design, the SRN. Ashton roundabout to remove existing delays l South West Peninsula (A36/A46 south of the M4) ensuring they meet the needs of the SRN and local HGV movements will continue to play a significant road network. The SRN is limited in providing for longer distance These routes frequently suffer from high levels of north-south journeys passing through the region. role in distributing freight into and through the congestion and delays, particularly around Bristol We will work with Highways England to progress The A36/A46 route provides a strategic north–south West of England. However, there is potential to and on the A36/A46. This impacts on the operation further work on a new M4 Junction 18A and link between the south coast and the M4, much of improve the efficiency of road freight movements of adjoining and parallel roads, with some traffic associated improvements to the A4174 Ring Road. which is single carriageway. Links from the region by consolidating, enabling fewer, fuller, and cleaner vehicles to take the most appropriate routes. (including heavy vehicles) using less appropriate We will also work with Highways England and to Poole/Bournemouth and Weymouth are via less roads; further, there are serious challenges with direct and lower standard A roads, particularly the Alternatives, such as water and rail freight, will Sedgemoor District Council, Somerset County remove trips from the highway network and help network resilience during incidents, causing Council and beyond into the south west, including A37 and A350. temporary road closures. Conditions are particularly to reduce the impact of freight movements on the improving strategic connectivity with major The A36 and A46 have large proportions of freight environment. Emerging technologies will enable poor during summer weekends and holiday periods employments at Hinkley Point and Bristol Airport. on the M5. Improving resilience on the SRN, traffic and there are safety concerns on the A36 further use of cleaner vehicles. We will use the through the provision of new motorway junctions or The Government has published a revised Route through Claverton village and on the A46 at Hartley West of England Key Route Network (see Section 7) completion of link roads, would better manage the Investment Strategy (RIS2) to cover the period from Bends. The A36/A46 also routes traffic through the to designate a core network for freight movements, strategic movements between the far south west 2020 to 2025, which includes a vision for the SRN to congested edge of central Bath, contributing to the ensuring these are kept on the most appropriate and the rest of the country, as well as in the Bristol 2040 and beyond. It was hoped this would include poor air quality along London Road. routes and that appropriate levels of lorry parking are provided in suitable locations. area, and will enable the sustainable delivery of substantial investment in the SRN across the region An initial economic study into improved north- growth along the corridors it serves. (as detailed in this section of the JLTP4) to ensure south connectivity has identified that key outcomes future growth is not constrained, and that growth in The only committed HE scheme included in the of improvements to this corridor could result in an neighbouring regions does not negatively impact on additional £20.5 billion generated to the economy current RIS delivery plan is the new M49 Avonmouth the West of England SRN routes. junction (to improve access to Avonmouth and with 1,400 jobs being created annually. Severnside), currently under construction.

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We will work with Network Rail, the South area, providing attractive interchange facilities for The full electrification of the Great Western Main Other key connectivity aspirations for the JLTP4 West Highways Alliance, Highways England, the bus users, pedestrians and cyclists. This will allow Line to Bristol Temple Meads, via Bath Spa and are: Freight Transport Association and other partners users to secure their bike and continue by bus or Bristol Parkway, remains an aspiration, as does l to manage cross-boundary freight movements train, thereby facilitating multimodal trips. the extension of electrification from Birmingham Bristol to Birmingham and HS2 – Midlands and promote more efficient movements, such to Bristol and on to Weston-super-Mare. As well Connect proposal for two extra trains per hour as consolidation centres and the use of lower Bristol Temple Meads has a critical regeneration as delivering a carbon neutral network it will bring (one from Temple Meads, one from South Wales emissions modes. role in unlocking and serving as the catalyst for benefits to long distance services and provide the via Parkway) linking to Moor Street station for growth, from the Temple Quarter Enterprise Zone longer-term opportunity to link into HS2 (High HS2 services to the North at Curzon Street and St Philips Marsh to development areas across Strategic Rail Speed 2). l Western Rail Link to Heathrow – through The West of England lies at the confluence of a the West of England. The ‘Temple Quarter’ will see new homes and employment space being We recognise there are considerable capacity services from Bristol, South West and South number of frequent long-distance inter-city and Wales regional train services. Great Western Railway delivered, the University of Bristol’s new Enterprise constraints around Bristol and the wider rail (GWR) links the region with inter-city trains to Campus and other retail and leisure uses. network. A high-level report, the Greater Bristol l Three train per hour IET service from London London, South Wales and the South West, and Area Rail Feasibility Study jointly commissioned by Paddington to Bath Spa and Bristol Temple We will work with Network Rail, Homes England, the Department for Transport and WECA, identified regional trains between South Wales and the Bristol City Council, the University of Bristol, Meads south coast via Salisbury. CrossCountry inter- enhancements and the capacity improvements transport operators, developers and other required to deliver them. This work will now feed l Hourly IET service London Paddington to Exeter city train services provide links to the Midlands, delivery agents to transform Bristol Temple via Taunton and Weston-super-Mare the North, Scotland and the far South West, and into the joint Network Rail and WECA Strategic Rail Meads into a regional interchange, enabling Programme for a 10-year delivery plan and 25- South Western Railway provide services to London seamless connections with sustainable modes and We will work jointly with Network Rail, the Waterloo. year Strategic Outline Business Case. The Williams Department for Transport and the franchise and providing new cycling and walking links to local Rail Review may provide further opportunities destinations. freight operators to produce a 10 Year Delivery Bristol Temple Meads station is a nationally for greater WECA involvement in services and Plan and 25 Year Strategic Outline Business significant rail interchange, as well as a vital Bristol Parkway, located on the London to investment and these will be explored. Case as part of the Strategic Rail Programme regional and local transport interchange and South Wales and cross-country routes, is also a Train services to and from the region also suffer for the West of England. The Programme will gateway to the city and wider region, including principal station providing access to education and improve network capacity and resilience, provide Bristol Airport. The station has over 11 million from short-term resilience and operational issues. employment facilities, metrobus and offering faster These include the closure of the line west of infrastructure and rolling stock enhancements passengers passing through each year, with usage services to London than from Temple Meads. Bath and deliver improvement schemes. This includes anticipated to reach 22 million by 2030. Sitting at Exeter following severe weather damage to the Spa station, the main gateway to the region for sea wall in the Dawlish area and train operator better long- distance rail links to the South the heart of the region, the station has the potential tourists, is served by services from South Wales West, South Coast, South Wales, London and the to be the best connected and most productive area staff shortages, faults with rolling stock and signal to the south coast, in addition to trains to London. failures. Midlands. within the West of England; it is key to delivering Weston-super-Mare station is located on a single other transport infrastructure. line loop off the main line and is served by a very Although frequent, north-south public transport Identify opportunities to manage the impact limited number of long-distance trains. As a result, connections are poor between Bristol and Bath and The station is managed by Network Rail, who of Severn Bridge tolls removal along with WECA, Homes England and Bristol there is an aspiration to provide an hourly service the south coast. Slow regional or local stopping City Council is leading on the development of from Weston-super-Mare to London. Worle station, rail services operate to Weymouth, Southampton Since the end of 2018, motorists are no longer a masterplan to ensure the station has the on the eastern side of the town, could provide and Portsmouth. Travelling to Bournemouth and charged for crossing the M4 and M48 Severn capacity, design and quality it needs to meet its an alternative stop for services remaining on the Poole requires a change of trains, meaning that crossings. Over a year on, the impacts of their role. New northern and eastern entrances will main line, a parkway style interchange for Weston- the 70-mile road journey from Bristol to Poole removal are still being realised, and the potential be provided along with new internal passenger super-Mare and a gateway for Bristol Airport. takes around 3 hours by train. Coaches do not mitigation options are part of an ongoing currently offer a direct or convenient alternative to assessment. The lower transport costs and circulation routes, additional platform capacity, We will continue to work with our neighbouring rail either, with trips to the south coast requiring opportunities for increased agglomeration of the a new transport interchange and expanded cycle local authorities to support service and a journey via London. The Western Gateway’s Rail economies either side of the bridge is anticipated parking. The redevelopment of Temple Meads infrastructure improvements that would benefit Strategy aims to address these connectivity issues. to increase trips across the bridges, with the station will promote sustainable transport choices West of England residents and businesses. for trips to and from the station and surrounding following impacts:

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Section 6: Connectivity beyond the West of England continued l Increased delays on already congested sections Support the role of coaches for residents and junctions on the M4 Junction 19 to 20 and visitors and M5 Junctions 16, 17 and 19, including an increase in heavy road freight movements in this Case Study: Zeelo Coaches (chartered and scheduled) play an Case Study: Weston-super-Mare area and on connecting routes Whilst more traditional forms of public important role in the West of England’s economy bus and coach interchange transport move thousands of users across and provide inclusive mobility for all citizens As part of the ambitious Weston-super-Mare l Increased congestion at these and other the region on a daily basis, improvements and visitors. Coaches can reduce dependence Town Centre Regeneration programme, North locations is expected to lead to a diversion in technology are quickly resulting in more on private cars and so help improve air quality, Somerset Council has won funding to create of trips onto other routes across the West of shared mobility services being developed. congestion and provide access to leisure a centralised bus and coach interchange England, impacting on the North and East Fringe, opportunities for those who are unable to use cars. at Alexandra Parade. The centralised Severnside and North West Bristol, the A4 One such example is Zeelo, a UK company interchange will integrate bus and coach Portway, the A369 and the A46 from M4 to Bath founded in 2017 which uses complex However, the presence of large numbers of services into one area, with improved real- algorithms to enable transport services and coaches can have a detrimental effect, with impacts time information infrastructure and waiting l Increased delay to buses, as they get stuck in routes to be devised around the user in order on noise, air quality and visual impact, as well as additional traffic. Trains could also become less facilities. With tourist numbers increasing to better meet the consumer’s needs. unofficial parking. These effects are compounded in Weston-super-Mare, the new interchange attractive, as the cost of travelling by private car when coaches don’t stop within our cities meaning Initially devised to provide a shared mobility will ensure that the already important role of becomes more comparable that there is little or no benefit in terms of the service for under-served areas the company coach travel in bringing tourists to the town tourist economy. As a result, there is a need to A number of interventions identified through now provides services for commuters will be improved further. It will create a key improve the management of coaches, including technical work will increase capacity and enable including a service with multiple pick up and public transport interchange closer to local embracing new technologies to enable improved mode shift, thereby reducing the impacts of drop off points between Newport and Bristol. facilities, helping to achieve a vibrant town enforcement, better monitoring, and more efficient congestion on the road network. These include new Through its website and mobile phone app centre for visitors and residents alike. The movement and parking. or improved mass transit, metrobus, Park & Ride, Zeelo allows users to select a pick up and scheme is due to be completed spring 2021. bus and cycle routes, and junction improvements, drop off location, choose their preferred The West of England has important tourist and such as: journey date and time, purchase multiple visitor destinations that attract both national We will provide improved pedestrian routes and l tickets at a reduced rate and receive those and international visitors with its combination Divert traffic to the Bristol urban area from the wayfinding between coach drop off and pick up M4/Almondsbury towards the M49 tickets directly to their mobile phone device. of a varied natural environment and stunning This service and many like it are now giving rural areas, a rich cultural heritage, and historic locations and key destinations, offering easy, high l Capture vehicle trips bound for North Somerset thousands of daily travellers in locations that market and seaside towns. It is essential that the quality and convenient routes. and the Bristol urban area by new Park & traditional forms of public transport found destinations continue to be attractive for coach Without a light or heavy rail link to Bristol Airport, Ride, metrobus and other bus links, as well as difficult to reach a viable alternative to the tourism and leisure, to sustain the tourist economy. the role of coaches is becoming increasingly MetroWest car. This includes providing facilities so visitors wishing important in delivering passengers from across a to arrive by coach can do so in a safe, convenient l Consider demand management measures, wide catchment area. The airport’s catchment area and comfortable manner. such as local network charging measures We will work with Highways England, Network spans the South West and into South Wales, with and controls to raise revenue for sustainable Rail, public transport operators, local authorities Scheduled coaches, including National Express 19% of air passengers originating from Devon and transport alternatives. in South East Wales and other partners to identify and Megabus, require high quality provision for Cornwall, 10% from Somerset and 20% from South options that will manage the impact of Severn passengers to wait for, board and alight from Wales. There have been coach services set up to l Improve the offer (including frequency) of cross- Bridge tolls removal, and work with DfT to secure coaches, and interchange with connecting local improve public transport access to manage this Severn public transport linking the West of appropriate funding to mitigate the impacts on the travel options. Services currently operate from demand, including up to ten coaches per day from England with Chepstow, Newport and Cardiff West of England. Bath and Bristol bus and coach stations, UWE Cardiff and an hourly service linking Plymouth, and on-street stops across the region where Exeter, Taunton, Bridgwater, Burnham and Bristol waiting facilities are poor. Coach operators require city centre with the airport. These services have standing space and driver facilities while coaches given direct access to the airport for a large are between services. geographical area.

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Section 7: Connectivity within Section 6: Connectivity beyond the West of England continued the West of England

We will work with coach operators to Within West of England challenges including congestion in central areas, embrace new technologies, enabling improved reducing productivity of the workforce and enforcement, better monitoring and more efficient Without further major intervention, cars will competitiveness of the West of England Case study: Tourism in Bath movement and parking of coaches that will seek to continue to be the dominant form of travel and l The City of Bath is an important tourist reduce the need to travel in the most sensitive and could become significantly cheaper to use with Climate change is impacting on the standard destination, in both regional and national already congested parts of our highway network. emerging technology. Further increases in the of our transport network, including temporary terms. A total of 5.8 million visitors come to volume of car trips, such as from more people problems such as localised flooding, and long- Bath each year. The total value of tourism living and working in the area, will lead to term issues such as potholes to the city is £432 million per annum. Coach Manage and mitigate the impact of regular and significant increases in traffic and pose problems to To deliver a more resilient and reliable network, visitors are important to the economy of Bath infrequent events on the transport network the future operation of the transport network. the role of the private car needs to be managed, with an estimated 11,000 coaches visiting The strategic highway network, rail network and Building on the general West of England challenges local and regional networks need to be integrated, Bath each year, and it is estimated that coach coaches all have a role to play in providing access identified in Section 2, more specific challenges for and realistic alternatives need to be provided. tourism is worth £25 million per annum. for tourists and for those coming into the West of connectivity within the West of England have been As well as our need to reduce carbon emissions England to attend events. Tourism, in particular, identified, as follows: and take action against climate change, there is a has a significant role to play in supporting the We will develop a coach strategy for Bath that will need to adapt and create resilience to unavoidable economy. However, we need to provide the l Congestion is currently experienced on the M32, form an effective long-term plan for management climate change. The scale of work to be done to infrastructure to support trips and enable visitors reflecting heavy commuting into central Bristol, of coaches in the city, and the provision of achieve these changes, and the cost of delivering to make the ‘right choice’ for travel, minimising the as well as other radial routes (A4 Bath Road, A4 adequate coach infrastructure. network improvements at different levels, should impact individual trips have on the network. Portway, Cumberland Basin, A37 and A420), the not be underestimated. We will continue to work with Bristol Airport A4174 Ring Road, the A432 and A38, the A4 and We will provide travel information at major to support and promote the use of coaches as a A36 in Bath and the A370 in Weston-super-Mare interchanges, such as airports and rail stations, on sustainable way to access the site. Within West of England policies and travel options into the West of England, including l Managing parking supply to reduce the number interventions Bristol City Council has commissioned a study to cost and journey time. of trips made by the private car into town and investigate the value of coach-based tourism on city centres wherever possible and increase Connectivity within the West of England will The transport elements of event management Bristol’s economy and to identify possible sites the trips made by walking, cycling, and public support delivery of the JLTP4 objectives, by depend on whether it is a regular event, such as for coach parking, interchange and pickup/drop transport, as the availability and cost of parking focussing on these main policies: football matches, or an irregular event, such as off locations. Once the results of this study are is closely linked with the demand for motorised large concerts. Planners will work together to l W1: Provide more public transport options and available, Bristol will seek to produce its own coach vehicle use minimise clashes of events, liaising with rail and improve service quality strategy for the city. North Somerset Council will highway operators to ensure the network can be l Bus and rail use is significantly lower than investigate coach interchange and coach parking l W2: Provide for journeys where public transport prepared for additional trips on a given day. other major UK cities, with common perceptions provision in Weston-super-Mare town centre, is not an option including limited travel options, congestion, alongside a wider review of parking issues in the We will continue to encourage key event reliability, resilience and connectivity l W3: Use, as appropriate, measures and district. organisers and transport operators to work technological advances to influence and better together to minimise the impact of large scale l Overcrowded trains deter people from using rail We will continue to work with coach operators manage demand planned events. for business and leisure trips and the Confederation of Passenger Transport and l W4: Improve resilience of the network, providing seek to achieve ‘coach-friendly town’ status for l Most business-related travel within the West increased reliability our key destinations. of England is by road, and the large amount

of delay on the road network adds costs to l W5: Enable business clustering and the efficient journeys, both in terms of lost productive staff movement of freight time and increased costs of moving goods The policies will be delivered by focussing on l Potential clustering of businesses is limited specific interventions. by the capacity of the transport network,

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It should be emphasised, as illustrated in Figure rails. Examples include trams as an above ground The ambition is for new forms of mass transit (e.g. The scheme development process will take several 5.2, that interventions for connectivity within the option, or underground trains as a below ground light rail or trams) where the potential is greatest years and include extensive engagement and West of England are not limited to W1 to W5 above, solution. for high passenger flows. On major corridors, consultation. A mass transit system will take many as both bus and rail trips routinely cover local rail-based mass transit will be considered to years to deliver and we must begin work now if it connectivity the policies for which can also be Any mass transit network will be complemented accommodate future demand and to maximise is to become a reality and unlock the potentially found in Section 8. by the emerging Bus Rapid Transit network, mode shift from car-based trips. transformative benefits for the West of England. metrobus. We have delivered an initial, 50 km W1. Provide more public transport options metrobus network that provides for trips up to Mass transit will, wherever possible, be configured We will continue to progress the work on mass and improve service quality around 10 miles in length and with a stopping to complement metrobus routes and to integrate transit options, leading to delivery of services pattern around every 500 metres. with the existing passenger rail network. New along four corridors linking Bristol Airport, the

Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusiveSupport growth economicsustainableand (EG) inclusiveSupport growth and sustainableeconomic inclusive (EG)£ or growth gr economicandaph inclusive of(EG) arrows growth£ or economic grincreasingaph (EG) of arrowsgrowth£ or gr increasingaph(EG) of£ arrowsor graph increasing of arrows£ or gr aphincreasing of arrows increasing mass transit services could be introduced on some north and east fringes, A4 Bath corridor, and Enable equality Enableand improve equality accessibilityEnable and improve equality (EAEnable accessibility) and equality improveEnable (EAand accessibility) improve equality accessibilityequal and(EA )improve sign or (EA openaccessibilityequal) door sign (EAor open)equal door sign orequal open sign door or openequal door sign or open door Address poor airAddress quality poorand take airAddress quality action poor againstandAddress airtake quality climate action poor and Addressairagainstchange takequality (CC)action climatepoor and air againsttakethermometer/cloud change quality action climate (CC) and against take changethermometer/cloud action climate (CC) against changethermometer/cloud climate (CC) changethermometer/cloud (CC) thermometer/cloud A future challenge is the need to manage the ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety toContribute wellbeing,better and contributes security health, to safety better wellbeing,(H) and health, security safety wellbeing,heart (H and) security safety heartand (H) securitytowards (Hheart) heart heartthe delivery Contribute to better health, wellbeing, safety and security (H) Create better placesCreate (BP) better placesCreate (BP) betterCreate places better (BP) places (BP) google pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ googletree/sunshine pin/ tree/sunshine corridors by diverting through traffic onto other Bristol city centre. Create better places (BP) google pin/ tree/sunshine of the following objectives and outcomes: integration of any mass transit network and new or improved roads. For example, on the A4 metrobus with the local bus network. The objective Bristol – Bath corridor through Brislington, road B&NES has already carried out a high-level study would be to maximise patronage on higher-quality space will need to be reallocated to accommodate to understand the potential of re-introducing mass mass transit and metrobus, whilst maintaining a transit into Bath and how this might form part 1-3,5 1-6 1-4 4 1,2,4 mass transit services by diverting through traffic comprehensive bus network for those not directly onto the Callington Road Link. of the wider transport strategy for the city. By linked to these networks, and avoiding duplication doing this, Bath would join other cities and world of services. The mass transit network will also In some locations, it will be very challenging to heritage sites that have reintroduced mass transit The main interventions that will support the need to link to walking and cycling networks to achieve on-street running, for example through as part of the solution to reduce congestion, ease delivery of the policy, are: support first and last mile trips by active modes East Bristol, North Bristol, and some parts of South traffic pollution and re-energise the economy. to the frequent-service mass transit corridors, Bristol. In these cases, some underground sections Through further detailed technical work, the l Provide high quality and reliable mass and rapid and take account of, and where possible, enhance may be required. The JTS highlighted potential for major role trams could play in helping to meet transit parallel walking and cycling facilities. This will mass transit routes on the four major corridors, as the future growth and transport needs of the city, l Support and enhance existing public transport enable and support people to access the network shown in Figure 7.1. and improved connectivity with Bristol, will be by active travel, maximising its accessibility. established. services Feasibility studies are underway to explore all l Improve the availability and accessibility of High quality and reliable mass transit mass transit options for above and below ground Through further detailed technical work, B&NES accurate travel information and ticketing The delivery of mass transit schemes will be for the Greater Bristol area and to connect Bristol will continue to explore the possibility of transformative for trips within the West of England, and Bath as well as the urban areas within Bath introducing mass transit in Bath to help meet the whilst also having the potential to shape the scale itself. This will consider the best performing future growth and transport needs of the city. Provide high quality and reliable mass and options for mass transit. rapid transit and pattern of employment and housing growth. The studies will explore: Many cities across Europe accommodate a mass A mass transit network could dramatically improve and/or rapid transit public transport network, with journey times across the Bristol and Bath urban l Potential technology options for each route and/ an emphasis on segregation from general traffic. areas, achieving reliable 15-20 minute connections or the entire network These can efficiently provide public transport trips between Bristol city centre and the urban fringes l Potential alignment options and station/stop that are less well covered by local bus or rail and Bristol Airport; and Bath gaining easier locations networks, either due to the journey distance/speed, and faster movement in and around the city. In or limited access to rail services. both instances congestion could be significantly l Patronage forecasts decreased, leading to quicker and more reliable Technical work, including the JTS, identified the journeys for other modes such as cars and buses. l Benefits assessment need for a mass transit public transport mode These changes would encourage clustering of l across four core corridors with higher potential trip businesses, attracting additional jobs, and enable Funding options demand, to bring additional capacity and attractive, additional housing and economic growth. l Environmental impacts reliable journey times. Mass transit usually runs on

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Mass transit Bristol to Airport Connecting the city centre, South Bristol, and the Airport. Bus Rapid Transit – metrobus Proposed extensions include: In the short to medium term, feasibility and options will be In 2018/19, the councils launched a 50 km network l Bristol city centre to Avonmouth/Severnside developed on a metrobus extension to Bristol Airport. This of three metrobus corridors, creating a new, would enable many to choose fast, frequent, space-efficient and bus-based rapid transit mode with a forecast l Bromley Heath to Yate a lower carbon mode choice to this local and regional transport passenger total of 4.5 million passenger trips per l Almondsbury to Thornbury interchange, instead of the private car. year. The metrobus network has the following Mass transit Bristol to North Fringe Connecting the city centre, North Bristol, Southmead Hospital, characteristics: l Bower Ashton to Nailsea and Clevedon Cribbs Causeway. l An emphasis on segregation from general traffic, l Bristol to Bath (A4) corridor metrobus, with Mass transit Bristol to East Fringe Connecting the city centre, East Fringe and East Bristol. through bus lanes or bus-only alignments, with potentially a light rail system extending from Mass transit Bristol to Bath Initial priority for metrobus corridor to Bath, with longer-term shared running in certain areas where traffic is Hicks Gate to Bristol in the longer term ambition for a high-frequency mass transit solution between free-flowing l Bristol Parkway via The Mall to Cribbs Patchway Bristol and Bath. Longer-term ambition for light rail between l Highly visible and identifiable stops and the Hicks Gate/Keynsham area and Bristol city centre, interchanges, with good walking and cycling l Orbital metrobus route connecting South Bristol to serve Hicks Gate Park & Ride/transport interchange and links to local neighbourhoods to Emersons Green via the Ring Road, serving beyond, and Temple Meads. Whitchurch, Hicks Gate and the East Fringe l Rapid boarding times, with ticket purchase before boarding, facilitated through the provision l Weston-super-Mare network (to link the Figure 7.1: Potential mass transit routes of `iPoints’ at all stops new Weston Villages developments, the accompanying M5 Junction 21 Enterprise Area, l Consistent marketing and branding, emphasising and the proposed Park & Ride site east of the the quality and status of the mode town) l A high-quality bus-based vehicle, with twin doors l Bristol city centre to Bristol Airport and ultra-low emissions We will investigate and deliver future extensions l Complementary benefits for cyclists, pedestrians to the metrobus network, in a closely coordinated and public realm delivered on the back of the manner. metrobus infrastructure We support the provision of a ‘consolidation The JTS recommended substantial extensions package’, to lock in the benefits of the network, to the metrobus network, to be delivered up to including further bus priorities, signal upgrades 2036, which is supported by the JLTP4. These are and vehicle replacement. proposed where they enable sustainable economic growth and contribute to substantial improvements to accessibility in the local area. Extensions are proposed to serve the growing communities outside the Bristol urban area, together with an orbital route connecting South Bristol to Emersons Green via the ring road, serving Park & Ride sites. A new orbital metrobus coupled with associated Park & Ride facilities will reduce existing pressure on radial routes leading into Bristol and help provide new capacity for sustainable forms of travel in this area.

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Support and enhance existing public bus passenger information, concessionary travel, transport services and non-commercial bus services shared with the constituent councils). The Bus Services Act 2017 Case study: metrobus The existing bus and rail networks will continue gave additional powers to the Combined Authority The recently completed network represents setting of the monument. There were three to have an important role to play in providing Mayor, including stronger operator partnership a £230 million investment and includes some separate metrobus schemes coordinated under connectivity within the West of England. The need arrangements and the power to franchise local major interventions such as a kerb-guided a joint governance structure. for infrastructure and service improvements is bus services under certain conditions. A franchised busway, the first bus-only motorway junction in recognised, alongside making it easier to use bus The initial network is forecast to carry around network would be similar to London, where WECA the country on the M32, and a major remodelling and rail. 4.5 million passengers per year. would specify routes, fares and frequencies of the Cenotaph area in Bristol city centre to and operators would bid to run them. It should, improve public transport interchange and the Bus Strategy however, be borne in mind that a franchised Public transport has a key role to play in enabling network, of itself, will not deliver cheaper fares or mode shift and tackling congestion. This includes higher frequencies, as these would probably still Figure 7.2: Existing and committed metrobus routes seeking to provide realistic alternatives to private need to be funded through public subsidy. vehicle trips by continuing to improve local bus and rail networks, completing and expanding of the Local bus services need to be as fully accessible metrobus network, and improving routes to bus as possible to passengers experiencing a mobility stops and stations for people cycling and walking. impairment. As well as being Equality Act compliant, local bus services need to provide a service which The Bus Strategy supports this JLTP4. It will is attractive to different sections of the population detail how further growth in bus patronage will in different locations. Crucially, this must include be encouraged, including specific proposals and services connecting villages and rural areas with frameworks intended to provide faster, more at least one of our towns, cities or major transport frequent, reliable and accessible services, combined interchanges. Any remaining local bus services with new and improved bus stations and other need to be used by local residents in rural areas interchanges. Operator engagement has already and smaller villages in order to maintain the bus been undertaken to help inform current challenges service’s commercial viability and generate demand to improving the network and opportunities to grow for additional services. This way, residents in rural patronage. and deprived areas may not necessarily be able to Buses play a pivotal role in the current transport get direct links to their final destinations, but are network. The West of England has experienced able to access education, employment and services significant, recent growth in bus passenger via interchanging at the nearest public transport numbers, bucking the national trend. This increase corridor, whether this be through local bus services is likely to result from changes to fares, the or community transport solutions. Public transport expansion of residents’ parking schemes in Bath vehicles should also be of high, modern standards Existing metrobus routes and Bristol, bus lanes, infrastructure upgrades, to utilise alternative fuels where possible, to Committed metrobus routes improved information, and fleet investment by minimise emissions and help improve air quality. operators. Bus passenger satisfaction has also The Bus Strategy will consider a wider framework improved. This success will be built on and an to assess gaps in the commercial bus network, ambitious target to grow passenger numbers including consideration of estimated patronage, further will be set. links to deprived areas, links to employment and Following its creation in March 2017, the Combined contribution to tackling traffic congestion. This Authority has a number of functions related to the information will be used to ensure bus services 2000 Transport Act (including provision of provide realistic opportunities for travel.

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We will work with developers, education and key generally reduced fares rather than free travel, where necessary of road space from general employment locations to identify how routes can need to be funded locally, but can be effective traffic movement and parking, in order to reduce be made more attractive in terms of facilities and in making access to education and employment journey times and improve reliability. Investment Case Study: Greater Bristol providing ‘seamless door-to-door journeys’. easier. in infrastructure will be complemented by operator Bus Network (GBBN) investment in more, low and ultra-low emission We will work with operators and local The GBBN was an ambitious project covering Through the Bus Strategy, we will consider future vehicles, including vehicles powered by bio-fuel communities to preserve, support, enhance and 10 ‘showcase’ bus corridors along strategic opportunities for the concessionary travel scheme sources and/or electrically-powered. promote conventional bus services to meet rural transport corridors across the four West across the West of England. needs, within available resources, both within of England authorities. The £80 million We will deliver the Greater Bristol Bus Network 2 The A4 corridor, which runs through Saltford, available resources and through the identification investment was funded by a range of project to provide further targeted enhancements to the is one of the busiest routes in the region. The of new funding opportunities. partners, including the DfT and First West bus network. JTS notes that bus priority on the approaches to of England, as well as local/developer Improving coordination between the various Saltford would improve bus journey times and Other than a limited number of 24-hour bus routes contributions. transport providers in the voluntary sector has punctuality through the village and benefit longer in Bath and Bristol, local bus and train services do the potential to offer users improved efficiencies in The key outcomes were to improve and distance journeys along the A4 corridor between not run throughout the night. This restricts access public and demand responsive transport provision. upgrade the bus network infrastructure, and Bath and Bristol. A bypass for Saltford has been to some employment opportunities (for example to enhance the bus passenger experience considered previously to reduce congestion Avonmouth and Emersons Green) and deters shift We will work with bus operators, and where with better buses and improved information through the village and enable road space workers from using sustainable travel. necessary invest in the community and voluntary and reliability; reducing congestion and reallocation to public transport. transport sector, to provide services in areas We will work with local bus and train operators, reducing emissions. The GBBN was that are not adequately served by scheduled bus We will undertake further work to assess options and Department for Transport, to review the need also developed to deliver substantial services. to provide bus priority on the approaches to for bus services to operate throughout the night. improvements to the speed, quality, reliability Saltford before a decision on a Saltford Bypass is and attractiveness of bus services. We will work with operators to focus local bus made. Consideration will be given to the potential Rail services on connecting to high frequency services, Improvements included over 120 new conversion of bus priority measures in future to We want to transform suburban rail services in the to provide well integrated, seamless and reliable buses, nearly 1,000 improved bus stops accommodate other forms of mass transit, such as West of England with new and high frequency turn passenger transport services. with new shelters & access, more than 300 light rail. up and go services, new lines and new stations. real-time information (RTI) displays, bus The English National Concessionary Travel Most interchanges comprise two or more bus Stations will be brought up to a new high standard priority signals, bus lanes to bypass traffic, Scheme, funded by central Government, is stops on-street. There is potential to improve with improved passenger facilities and levels of pedestrian and cycle access improvements, administered locally by WECA and North Somerset the quality and availability of interchanges, as accessibility, making them step free to enable all public realm improvements and various Council under the joint Diamond Travelcard brand. well as perceived reliability. We will prioritise passengers to travel by train. Modern ticketing, marketing and promotion initiatives. At the time of writing, the constituent councils improvements to interchanges for consideration fully integrated with local bus services, will make of WECA carry out most of the administrative The GBBN set out an Evaluation Plan that and inclusion in scheme packages in transport all journeys seamless. functions on its behalf. The Diamond Travelcard identified a range of performance indicators programmes, such as GBBN2. GBBN2 will improve offers additional benefits which are funded locally. The branding of services, information and stations to measure project effectiveness. These were passenger experience, taking account of best This means those with the Diamond Travelcard will be made consistent, where possible. This will bus patronage, Park & Ride patronage, bus practice in both the UK and overseas, by providing can travel for free on journeys starting in our area provide passengers with the confidence they are satisfaction, bus punctuality, rail patronage, better bus services, targeted bus priority measures at any time except between 0400 and 0900 on using an integrated network of fast and frequent area wide traffic levels, congestion, air (and better enforcement), traffic signal upgrades, Mondays to Fridays, also on local buses starting services. This could be extended across other quality, cycling trip numbers and road safety. interchange upgrades, enhanced passenger anywhere else in England on Mondays to Fridays modes to provide one transport network, be it With one exception, where it was not possible information and integrated ticketing on core, between 0930 and 2300 and any time on Saturdays, buses, trams, trains, ferries, cycles or walking all to make a conclusion, the targets were met, urban and inter-urban corridors, complementing Sundays or public holidays. under the one brand. and many were exceeded. proposed metrobus and mass transit routes. Councils have powers to introduce other New bus lanes and other priority infrastructure concessions for specific groups of people, such as will need to prioritise road space for bus and young persons or apprentices. Such concessions, metrobus services including the reallocation

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Our proposed and well advanced MetroWest Building on MetroWest we want to see new turn up Temple Meads, as highlighted in Section 6, acts as programme will deliver by 2023/24: and go style services alongside enhanced routes a critical transport interchange for central Bristol, across the local network. We will work on: the West of England and wider region, providing l Case study: Mobility as a Service Half hourly services on the Severn Beach to interchange with the mass transit and metrobus l in the West Midlands Bath Spa and Westbury Lines. This is forecast to Three trains per hour on the Severn Beach Line networks. generate 0.6 million new passengers a year In 2018, a monthly subscription ‘Mobility as a l Four trains per hour for local stations between We support the proposals for Bristol East Junction Service’ was launched in the West Midlands, l Reopening of the Portishead Line in 2024, with Bristol Temple Meads and Westbury and the redevelopment of Bristol Temple Meads called Whim. Working in partnership with the initially an hourly service (half hourly aspiration) l Two trains per hour on the Henbury Line with station and surrounding area. West Midlands Combined Authority, Whim to Bristol Temple Meads and new stations at offers a single access point, via a smartphone Portishead and Pill. This is forecast to generate one of these services going to Yate/Gloucester During the life of JLTP4 and the Strategic Rail via Bristol Parkway app, to multiple transport options including 0.4 million passengers a year Programme, we will consider extending services local buses and trains, car hire, taxis and l beyond Henbury and new stations at Charfield, St l Strategic rail-based Park & Ride and parkway cycle hire. Reflecting the market offer for Re-opening of the Henbury Line with new Annes Park, Saltford, Ashton Gate and Constable stations at Henbury and North Filton to serve stations using mobile phones, users can either Road, and new links to Thornbury, Pilning and subscribe on a periodic basis to receive Cribbs Patchway New Neighbourhood (5,700 new l Enhanced services on the Cardiff to Portsmouth, Bristol Airport. We will also work with planning access to these services for a fixed fee, or homes) and if approved the new Bristol Arena. Bristol to Taunton/Exeter including Yatton colleagues to review the need to safeguard disused use the app for pay-as-you-go purchases on This is forecast to generate 0.4 million new and Nailsea & Backwell, Bristol to Yeovil and rail lines where they could have a future role to a journey-by-journey basis. Three options are passengers a year Weymouth, Bristol to Gloucester/Cheltenham play. currently being offered in the West Midlands l and Bristol to Swindon routes New station at Ashley Down on the Filton Bank We will consider how new technologies can help region; pay-as-you-go, a standard monthly l package including unlimited public transport l Half hourly services between Bristol Temple New Bristol to Oxford via Bath Spa service with deliver rail schemes, including options for light and capped daily car rental rates, and a Meads and Yate (3,000 new homes) by 2022, with links to East-West Rail rail and tram trains, and how infrastructure costs premium monthly package that includes possible extension to Gloucester. This is forecast can be reduced and affordable modern services l Additional stops at Worle (as the gateway and unlimited public transport, taxis (within a to generate 0.25 million new passengers a year can be delivered. interchange for Weston-super-Mare and Bristol 5km radius of the user’s location) and rental l Stations to be brought up to a new MetroWest Airport) and Bridgwater (for Hinkley Point C). We will work with train operators, the Severnside cars. Access to shared bicycles will also be high standard of passenger facilities, with step l New carbon neutral fleet of rolling stock to meet Community Rail Partnerships and others to available later this year. free access current and future demand promote rail travel and improve facilities at stations, including ticketing and perception of Participating companies include bus operator l New station at Portway, part funded by the New l Station enhancements including longer safety and security. National Express West Midlands, taxi app Stations Fund, to serve the adjacent Park & Ride platforms to support housing and employment Gett, car rental company Enterprise and cycle hire provider Nextbike, which will be site growth Improve the availability and accessibility of launching in Birmingham later this year. The l New station at Charfield funded through the Through the Great Western, Cross Country and accurate travel information and ticketing Combined Authority are keen to maximise WECA Investment Fund to support housing South Western and Wales & Borders Franchises, Providing a single accessible portal for clear, travel options without the need to own cars, growth Western Gateway Rail Strategy and the joint WECA comprehensive and reliable information on which on average (worldwide) are parked up l MetroWest services to be included and funded by and Network Rail Strategic Rail Programme we travel options is essential for achieving seamless unused for about 96% of their lifetime. will work to secure new and enhanced services. the Department for Transport door-to-door journeys. It provides people with Whim was first launched in Helsinki, where the confidence to travel by public transport and To date, over £26m has been invested by the West Bristol East Junction remodelling remains key it has 20,000 registered users, who receive a to our plans, enabling MetroWest services and active travel modes, particularly for journeys number of points which can be used as they of England in developing MetroWest. It remains our made less regularly. It will also help to overcome rail priority. providing the capacity to run more trains. We like for a combination of taxis and car rental also recognise the importance of platform and misconceptions relating to service frequency, fares trips each month, supplementing public We will deliver passenger rail service and capacity concourse and interchange works at Bristol Temple and journey times by public transport, bicycle or transport and cycling.. improvements, station upgrades and new stations, Meads as part of the Temple Quarter Master Plan to foot. including MetroWest Phases 1 and 2. improve capacity.

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Information needs to be available in advance of the We have a statutory duty to provide local bus scheme options where customers are automatically W2. Provide for journeys where public journey, as well as being updated regularly ‘on the service information (including Real Time charged the best fare available. transport is not an option move’. Bus and rail passenger information needs to Information). Existing strategies will be reviewed, To enable and achieve ‘seamless door-to-door be provided in accessible formats, including audio Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusiveSupport growth economicsustainableand (EG) inclusiveSupport growth and sustainableeconomic inclusive (EG)£ or growth gr economicandaph inclusive of(EG) arrows growth£ or economic grincreasingaph (EG) of arrowsgrowth£ or gr increasingaph(EG) of£ arrowsor graph increasing of arrows£ or gr aphincreasing of arrows increasing Enable equality Enableand improve equality accessibilityEnable and improve equality (EAEnable accessibility) and equality improveEnable (EAand accessibility) improve equality accessibilityequal and(EA )improve sign or (EA openaccessibilityequal) door sign (EAor open)equal door sign orequal open sign door or openequal door sign or open door and a Bus Information Strategy formulated to journeys’ across the West of England, we will Address poor airAddress quality poorand take airAddress quality action poor againstandAddress airtake quality climate action poor and Addressairagainstchange takequality (CC)action climatepoor and air againsttakethermometer/cloud change quality action climate (CC) and against take changethermometer/cloud action climate (CC) against changethermometer/cloud climate (CC) changethermometer/cloud (CC) thermometer/cloud ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety toContribute wellbeing,better and contributes security health, to safety better wellbeing,(H) and health, security safety wellbeing,heart (H and) security safety heartand (H) securitytowards (Hheart) heart heartthe delivery Contribute to better health, wellbeing, safety and security (H) and visual announcements at stops and on-vehicle. Create better placesCreate (BP) better placesCreate (BP) betterCreate places better (BP) Createplaces (BP)better placesgoogle (BP) pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ googletree/sunshine pin/ tree/sunshinegoogle pin/ tree/sunshine Information provision and digital services is an include updated proposals for: work to roll-out a universal, multi-operator of the following objectives and outcomes: smarter ticketing and payments and explore the area we are innovating in and is developing rapidly, l Provision of timetable information at bus stops including Mobility as a Service. We are ahead of possibilities of its use across different transport and online modes. a lot of cities/ regions and want to continue to 1-3 1-3 1,2,5 2-4 1,2 develop provision, recognising the role this could l Real Time Information provision and monitoring have in encouraging behavioural change. l Service information through Traveline, the West Quality information will continue to be provided of England travelwest website, and regular social The main interventions that will support the online, through the travelwest website, as well as media updates delivery of the policy, are: through reliable journey planning smartphone apps, We will prepare a Bus Information Strategy to l Provide Park & Ride and sharing schemes such as UK Bus Checker. Opportunities to provide update and replace the existing local authority to minimise the impact of single occupancy further information will be investigated, such as documents, setting out the expected standard for vehicles through Google Maps and citymapper. Citymapper bus information. can provide live running information and fares for l Recognise the needs of motorcycle and moped buses and trains, station or stop progress alerts The availability and use of `smarter’ and integrated users while on the move, and calories burnt for journeys ticketing needs to expand. Smarter ticketing and by bicycle or foot. payments can speed up bus dwell times at stops Provide Park & Ride and sharing schemes reducing journey times and improving reliability. We will work with application developers to ensure to minimise the impact of single occupancy The use of mobile phone apps has greatly vehicles as much travel information as possible is provided increased the proportion of passengers using for different journey options, including in rural smart tickets, along with the greater availability The existing Park & Ride services located within areas, building on the Government’s commitment of the West of England TravelWest travelcard. the West of England successfully intercept to improve real time information in rural areas. Integrated ticket products already exist, but usage thousands of vehicles on a daily basis that would We will work to ensure that information already is currently low and smart applications need to otherwise be entering our already congested city available will be built upon and combined in one improve. WECA is allocating funding to widen the centres and can act as transport interchanges. place. rollout of smart and integrated ticketing products, The West of England authorities recognise that Transport operators and providers will be required including multimodal products. for some people the private car is often the only to make data they collect from app and website Work will continue to develop an integrated realistic mode of travel. Park & Ride facilities usage ‘open’, for use by others to inform and tailor ticketing scheme that is flexible and easy-to- provide the opportunity for people living outside future service and information provision. use and the need for further statutory ticketing urban areas whose only realistic option is to Opportunities to enhance existing hard-copy schemes, and their revenue cost implications, will drive and who do not have easy access to public information provision will be considered, ensuring be assessed. We are currently moving towards the transport near to where they live, to transfer from it is as up to date and relevant as possible. widespread adoption of contactless bank payments private car to public transport for onward journeys Information provided in leaflets, timetables, at across bus operators, with operator products into urban areas. By intercepting traffic, Park & libraries, leisure sites, large healthcare sites, major being accommodated on the travelwest card. This Ride releases highway capacity in central areas to supermarkets and transport interchanges, will functionality will facilitate a connected transport enable transfer of road space to walking, cycling ensure those who cannot access information online network that runs as smoothly and efficiently and public transport. can still get the information they require. as possible and forms a strong foundation for developing future mobile and contactless ticketing

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Building on work in the JTS, new and expanded We support delivery of an M32 Park & Ride site. The use of Park & Ride sites will be monitored Informal on street parking is already linked to Park & Ride sites will be focussed on the main as we seek to understand the demand for later established radial corridors to Bristol and Bath, arterial routes into Bristol and Weston-super- Other new locations and sites being considered for opening of sites into the evening. These could where commuters park on radial bus corridors and Mare. The impact of any new Park & Ride provision expansion, include: potentially be served by passing bus services, rather catch bus services into city centres. This often takes on the operation of the SRN will be assessed, along l A4 Portway expansion than dedicated Park & Ride services. This will be place where there is a frequent bus service and a with the impact on overall journeys made. considered further as part of the Bus Strategy. rural catchment area with limited bus provision, l A38/A4174 South Bristol Link new site for example in Radstock and Farrington Gurney. We support the concept of a ring of Park & Ride In the short to medium term, the new and expanded l A4018 near Cribbs Causeway new site However, in some locations parking can cause locations around the urban areas, to help tackle Park & Ride sites will be served by bus, metrobus congestion and blight local neighbourhoods. traffic and air quality problems in central areas. l A38 North between Junction 16 and Thornbury and rail. Informal rail based Park & Ride already new site occurs, including at Bristol Parkway, Keynsham We will investigate providing off-street parking to In Bath, the priority is to increase travel options and Nailsea & Backwell rail stations, which will be create links to our urban centres on bus corridors on the arterial routes that enter our main urban l A432 new site near Yate retained. at suitable locations, to minimise potential impacts areas to reduce single occupancy car use. Further on surrounding areas. expansion of existing sites will also be investigated l A420 /Ring Road new site(s) to connect to the Rail-based Park & Ride will continue to be explored contributing to carbon reduction in the congested East Fringe mass transit scheme as part of the MetroWest programme of suburban Park & Share, where drivers meet at key places on city centre. rail enhancements. the road network, one of the vehicles is parked and l A4 Brislington site relocation to Hicks Gate people continue the journey to the destination in In Bath we will explore and support options for Improved signage and Variable Message Signs on l A37 Whitchurch new site to connect to metrobus one car, will also be considered. At present, some increasing travel choices and reducing single the approaches to Park & Ride sites will increase Park & Share activity takes place around Tormarton occupancy vehicle use into our urban areas. l A370 Long Ashton expansion awareness and usage of the sites, as will the quality (M4 J18), Falfield (M5 J14) and on the A466 outside We will investigate further expansion and of the journey to/from the site and the ease and Chepstow. In some cases, inappropriate parking Opportunities for additional sites could come improvement of the existing Park & Ride sites at speed of interchange. causes problems in local areas. Newbridge, Lansdown and Odd Down. forward as part of any future review of the JLTP4. Complementary uses for existing and new Park We will investigate where Park & Share facilities We will support the delivery of new or expanded We will deliver the Freezing Hill junction upgrade & Ride sites will be explored, with opportunities could be formalised, to encourage car sharing Park & Ride sites, where appropriate. and improvements at two other junctions along for sites to provide Park & Cycle or Park & Stride, whilst better managing the impacts in local areas. the route between the A420 and Lansdown Park & overnight lorry parking, coach parking, freight A new Park & Ride site to the east of Weston- Ride. consolidation functions, community uses, renewable Car share schemes and car clubs have a role to super-Mare, potentially located near to the A370/ energy generation, or even acting as bus depots. play where alternative modes of transport are not A371 junction, will be investigated. This site could In the short-term, the priority in Bristol is to plug Any complementary uses would need to consider available. There is a need to coordinate service be served by Weston metrobus services, to provide the gaps in existing provision, particularly to the potential impacts on local communities and the local provision to make services more responsive to a high frequency rapid service to the town centre. north of the urban area. An M32 Park & Ride site environment. Operators would need to be involved, people’s needs and continue to support informal would intercept the largest number of trips into In North Somerset, we will investigate a new as some proposals may require a parking charge to arrangements to widen its appeal. Car clubs the city, and have the most beneficial impact on Park & Ride site to the east of Weston-super- be introduced. can help to manage parking demand, encourage congestion, air pollution, and road safety. It would Mare, potentially located near to the A370/A371 households to dispense of their second car and also help unlock the transformation of Bristol In the longer-term, we will explore the potential of junction. generally encourage alternatives to privately owned city centre, enabling major public realm and new and expanded Park & Ride sites linked to mass cars. Further benefits can be realised if the car club transport improvements outlined in the City Centre The performance of Park & Ride sites will be transit routes, as well as exploring the potential vehicles are low emission. Framework. dependent on restricting parking provision in for sites to act as transport interchanges which central areas and managing the cost of parking, could include improved links to public transport, We will investigate opportunities to increase the to ensure that Park & Ride is the more attractive substantial increases in cycle parking, cycle hire use of car sharing through technology, including option compared to driving. The Park & Ride sites facilities, improved wayfinding infrastructure to via social media, and implement measures as will be planned so that traffic impacts are managed facilitate walking, innovative last mile freight appropriate. around each site and any abstraction from existing solutions and access to electric charging points. We will support the uptake and expansion of a car bus and rail services is minimised. club network of low emission vehicles.

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Recognise the needs of motorcycle and moped W3. Use, as appropriate, measures and users technological advances to influence and Case study: Mobility Stations Motorcycles and mopeds can offer an affordable better manage the demand of private car The city of Cologne in Germany has • Secure, pre-bookable cycle parking lockers means of transport for trips where public transport use implemented a number of multimodal hubs is limited and walking and cycling unrealistic.

• Pre-bookable car parking Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusive growth economic and (EG) inclusive growth economic (EG)£ or growth graph of(EG) arrows£ or£ grincreasingoraph graph of arrows of£ orarrows gr increasingaph increasing of arrows increasing Support sustainable and inclusive economic growth (EG) equal sign or openequal door sign or openequal door sign or open door across the city known as mobility stations, Enable equality EnableandEnable improve equality equality accessibilityEnable and and improve equality improve (EA accessibility) and accessibility improve (EA accessibility (EA) ) (EA) equal sign or open door They have a role to play not just at the within the Address poor airAddress quality poorand take airAddress quality action poor againstand airtake quality climate action and againstchange take (CC)actionclimate againstthermometer/cloud change climate (CC) changethermometer/cloud (CC) thermometer/cloud Address poor air quality and take action against climate change (CC) thermometer/cloud This policy contributesheart heart towardsheart the delivery Contribute to betterContributeContribute health, to wellbeing, better Contributeto better health, safety health, to wellbeing,better and wellbeing, security health, safety safetywellbeing,(H) and and security securitysafety (H and) (H )security (Hheart) google pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ tree/sunshine which is a concept that could be developed • Trailers or cargo bikes to hire to carry West of England scale but also at the local level, Createof better placestheCreateCreate (BP) better betterfollowing placesCreate places (BP) better (BP) places (BP) objectivesgoogle pin/ tree/sunshine and outcomes: across the West of England. Mobility stations are shopping where they can provide a space-efficient alternative multimodal interchange points that provide first to driving, where walking, cycling and public and last mile solutions to connect communities · Demand responsive transport, such as transport trips are not possible. They can provide a to frequent public transport services and first/last mile taxi services to connect to more economical alternative to private car use and 1,5 1,4,6 1-5 2,3 provide integrated transport options. neighbourhoods enable access to opportunities and flexibility that cannot otherwise be gained. We have frequent public transport services on • Combine ‘mobility as a service’ operators at The main interventions that will support the our corridors but people not aware of or cannot mobility stations to ensure maximum usage Greater levels of information about facilities for delivery of the policy, are: easily access them. Currently the connections and cluster mobility options for citizens motorcycle users will be provided, including across the city are not legible, giving a poor l In every neighbourhood similar options could clear signage of facilities on the approaches to Use technology to keep traffic moving perception of the public transport offer in the be provided at mobility stations, depending on towns and cities, as well as ensuring their needs West of England. l Embrace technology to improve cleaner travel the space available to provide variety to make are considered during design of new schemes and infrastructure. This includes road safety, options Each neighbourhood could have a mobility it easier for residents to connect to frequent where motorcyclists are disproportionately highly station of varying scales containing clear public transport services and to reduce car use l Use, as appropriate, measures to influence and represented in road safety statistics. Road safety branding, clear wayfinding and clear, integrated for local trips. better manage the demand of private car use camera enforcement provides an opportunity for travel information. At larger interchange In public consultation, there was strong support driver education and road safety campaigns need points such as P&R sites, metrobus stops, Use technology to keep traffic moving to improve the existing public transport offer to be targeted towards improving motorcyclist train stations and corridors with frequent bus and this could provide a solution to make the safety. services facilities at the mobility stations could To address congestion we need to do more most of our existing infrastructure with little than just improve mode choice. On some of the include: The increased provision of secure parking in additional investment. Mobility stations can also congested routes in the West of England queueing well-lit areas will be provided wherever possible, • Shared dockless bike hubs address the lack of orbital connections between and delay can already be severe. Future growth particularly at public transport interchanges and neighbourhoods by providing clear wayfinding cannot be dealt with by continuing to widen roads town centres. Opportunities to allow motorcycles • Micro freight consolidation centres to show options to connect easily to mobility as space is not available. stations in other neighbourhoods. in areas currently restricted to public transport • EV charge points and pedal cycles will be investigated, and the use The role of technology is likely to become • Shared car club vehicles of bus lanes to provide diversion from congested increasingly important in keeping traffic moving. In areas of traffic in urban areas will continue to be a few certain circumstances it might be appropriate permitted. to consider the use of charging mechanisms to optimise network operation and ensure trips can We will support the role of motorcycle and moped continue to be made. users, ensuring facilities and parking are provided and clearly identified in appropriate locations. Intelligent Transport Systems (ITS) are used to inform road users of disruptions, and maximise the efficiency of traffic signals to keep the highway network operating as efficiently as possible.

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Smart Motorway systems use technology to We will continue to work with Highways England l Encouraging the high-tech jobs associated with Use, as appropriate, measures to influence actively manage the flow of traffic. Managed by HE, and other key stakeholders to explore and develop driverless cars and new technologies and manage the demand of private car use these are used on the SRN, including the M4, innovative measures to improve the efficiency l Providing a test bed for CAVs, enabled by high The high demand placed on the transport network M5 and M32 motorway network through the West of the transport network, including car parking, speed broadband and open data, particularly of England. through technology. across the West of England needs to be managed along identified key transport corridors to ensure movement is efficient and journey times After a number of incidents, concerns about the are reliable. Embrace technology to improve cleaner travel l Encouraging shared forms of ownership, safety of Smart Motorways have emerged. As of driverless buses, and shared CAVs February 2020, the DfT and Highways England options For some, driving a car is essential for travelling around the region. This may be due to mobility are undertaking a review of the safety of Smart As discussed in Section 4, the introduction of l Protecting and enhancing the commercial Motorways. Whilst we wait for an outcome of this viability of existing public transport services and impairments, the nature of work patterns or having technological improvements will present the West to transport bulky or heavy items. However, for review, the West of England does not support of England with challenges and opportunities. working with them to adapt to changes the progression and construction of new Smart many people who currently use their cars there Connected Autonomous Vehicles (CAVs) and l motorways in the region. Responding to potential equality issues to will be opportunities to switch at least some Mobility as a Service (MaaS) are currently at early ensure people that do not use CAVs are not journeys to walking, cycling or public transport. We will work with Highways England to stages of development and it is not yet clear how disadvantaged by their uptake The policies and interventions set out in this plan implement Smart Motorway schemes on the M4 we should be responding; however, not being enable and encourage the increased use of more l Potential unemployment impacts because of between Junctions 18 and 19* and identify and involved in the mobility environment could result sustainable and active modes of travel. develop improvements to the region’s strategic in missed opportunities and leave the West of less demand for drivers (e.g. for taxis, deliveries, road network, complementing the delivery of new England behind other areas of the country. CAVs buses) To influence the demand of drivers on the transport are likely to come in a variety of forms; from small network who have alternative ways to travel, and improved junctions. l App based MaaS products should provide delivery robots, campus style pods, cars, taxis there is a need to consider the implementation authorities with data obtained to maximise the The strategic transport network will continue to and even larger communal transport and lorry of demand management measures, which will be benefits. For example, a condition of licencing be monitored by HE, with the transport networks platoons. Different types of vehicles will require determined by the appropriate authority. Measures Uber taxis could include a requirement to of Bristol, B&NES and South Gloucestershire different approaches. Local, sub-regional and to influence demand could include: openly provide travel data. monitored by their own traffic monitoring centres. national Government will need to consider how to l Management of parking provision, such as North Somerset manages its own traffic signal manage these and who is responsible for which There will be many different players involved in increasing or introducing charging, and waiting network and has aspirations to improve monitoring element. developing, promoting and ownership of CAVs. restrictions functions, should both demand and resource allow The technology adoption is likely to be both The fundamental transport issues, and the need it. Releasing open source data to transport network incremental, with small upgrades to existing l to prioritise sustainable and healthy transport, are Re-allocation of road space to sustainable operators, including HE, will help to ensure that technologies, as well as more disruptive with likely to remain. However, there are a range of new transport modes users of the network enjoy better journeys. offers made by new technology players (such as potential issues raised, including: l the launch of Google or Apple), where residents Road user charging, such as charging to drive There is an increased role for technology in into or through specific areas where alternatives improving knowledge of available parking l Conducting appropriate sensitivity testing in the will be offered completely new products. It will be development of long-term major schemes to important to watch developments closely and be to driving are available with the revenue spaces, thereby reducing levels of driving around reinvested in public transport, cycling and searching for a free space. The development of explore the potential impacts of CAVs able to respond to changing technology to optimise outcomes in line with this plan. walking apps, such as Parkopedia, enables drivers to l Ensuring that the policy framework and the l access real-time parking availability and tariffs delivery of any necessary infrastructure keeps We will produce a strategy on CAVs and MaaS Workplace Parking Levy with the revenue which, with the installation of kerbside bay pace and responds to the needs of increased that clearly sets out our position and how we can reinvested in public transport, cycling and sensors, can include on-street spaces. These, levels of mobility associated with advances in harness technology to deliver our objectives. walking in turn, can support more efficient use of local technology parking provision. We will set up a technology consortium, involving the private sector, to oversee how this technology is introduced. * schemes to be progressed in the light of the outcome of the safety review by Highways England and the DfT

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The JLTP4 sets out objectives that seek to address improve accessibility around the West of England. Parking controls can encourage trips within are unable to use alternatives modes of travel to poor air quality and take action against climate urban areas to transfer to active modes or public access urban areas. change yet the presence in the document of some JLTP4 promotes a balanced transport network transport. By reducing commuter parking in town major schemes that involve constructing new where each mode of transport plays a role in and city centres, local economies can be improved Through the development of local parking road infrastructure could be seen as contradictory providing connectivity. That is why constructing by increasing the turnover of the limited number strategies, we will continue to manage parking to to this. As such, it is important to clarify the new multimodal links forms part of our overall of spaces that are available. The above parking control future traffic demand, including policies principles for new road construction as part of a package of transport measures, enabling the controls will allow progress towards the West for on-street parking, off-street parking and wider package of measures to improve efficient reallocation of roadspace to more efficient travel of England becoming carbon neutral by 2030 residential parking schemes where appropriate. movement around the West of England and choices wherever possible and ensuring that and also improving air quality. The potential for The design and location of new developments and manage growth. people are able to move around the network safely, emerging technology in improving car park and at workplaces, as well as the numbers of spaces, efficiently and as sustainably as possible. If a new kerb management will be considered through, will help to manage demand and reduce the We know that the levels of car traffic and freight transport link is required, we will need to reduce for example, the reservation of on-street parking dependency on the private car. All day parking will are high and that current travel habits need to exposure of people to environmental pollutants spaces (including EV charging points). Parking be controlled in a way to discourage users who change in order to accommodate the growth that such as noise and air pollution, in order to reduce policies will continue to accommodate those who could transfer to lower carbon travel choices. will be seen across our region. We also know the harmful effects of additional road usage or that this growth is needed to continue to support upgrading local and strategic road networks. our economy and that even the most sustainable growth may create some car and freight trips. Wherever possible, we will look to reallocate road space to modes of transport that carry We must start planning how we can move people more efficiently. This can be achieved by Case study: Improved parking management more people in more efficient ways in order to converting a lane for general traffic into a bus in B&NES help tackle congestion and therefore meet our lane or cycle lane. This approach makes buses The issue of car parking is a complex and, multi- of realistic alternatives such as improvements objective to address air quality and take action more reliable and cycling safer, reduces capacity faceted issue and has become an increasingly to public transport services. important aspect of both transport and land on the climate emergencies we have declared. for general traffic and, as a result, can make Bath and North East Somerset Council have use planning. As such it must be integrated Public transport and bikes carry more people with driving on the most congested corridors the least recently adopted a parking Strategy for the and coordinated with the various other aspects less demand on road space than cars carrying attractive option in terms of journey time. This district that sets out a long-term plan for of urban policy in order to effectively manage individual people. But in order to ensure cycling is will encourage private car users to switch to managing parking across Bath & North East levels of demand. This is necessary in order to safe and buses are not caught in congestion, we alternative modes. Somerset. This is part of a package of transport need to provide infrastructure for this, and existing promote and support: Street space improvements to help meet rising demand and road space is not enough. • Lifestyles that are less car dependent reduce the impact of traffic on local people and Our approach for new infrastructure in the • Development that is more sustainable in the historic fabric of Bath as a World Heritage

West of England is to balance the needs of the cars terms of air quality site. The parking strategy helps improve the quality of life of the people of Bath and North environment, our existing communities’ health, iccls • Transport provision that is more socially inequalities and their need to travel, and the inclusive East Somerset by establishing a balance between the social, economic, cultural and economy. This will require developers to mitigate • Places that are more attractive and user-

s passnrs environmental needs of the whole community. In the traffic impact from developments and friendly will enable significant progress to be made in particular, the combatting poor air quality and addressing our Control over the availability of parking spaces is The Parking Strategy supports the need to climate emergencies. a key tool in limiting car trips, and is presently reduce the level of intrusion of vehicles into the most readily available and widely accepted This approach will also help us to manage urban centres, reflecting concerns about the method of managing demand. It has been impact of traffic congestion on the environment congestion and work towards reallocating space proven that strict control over public parking on existing roads to more sustainable modes of and air quality, as well as the need to protect the can have a major impact in terms of travel historic fabric of the World Heritage Site in Bath. transport. Road space is finite and we must make choice especially when linked to the provision the most efficient use of it as possible in order to

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Road user charging and Workplace Parking Levies Funds raised through charging schemes would W4. Improve resilience of the network, traffic volumes, network constraints, air quality and can manage the demand of private cars on the be reinvested in sustainable transport measures providing increased reliability Clean Air Zone proposals. highway network with the revenue generated across the West of England, to improve the The definition of the KRN will need to take account Support sustainable and inclusive economic growth (EG) £ or graph of arrows increasing Support sustainableSupport sustainable and inclusive and economic inclusive growth economic (EG) growth (EG) £ or graph of£ orarrows graph increasing of arrows increasing reinvested in public transport, cycling and provision of realistic alternatives to the use Enable equality and improve accessibility (EA) equal sign or open £door or graph of arrows increasing Enable equalityEnable and equality improveSupport and accessibility improve sustainable accessibility (EA and) inclusive (EA) economic growthequal (EG) sign orequal open sign door or open door Address poor air quality and take action against climate change (CC) thermometer/cloudequal sign or open door Address poorAddress air quality poorEnable andair quality take equality action and and takeagainst improve action climate against accessibility change climate (CC) (EA change) thermometer/cloud (CC) thermometer/cloud Contribute to betterAddress health, poorwellbeing, air quality safety and and take security action (H against) heart climateheart change (CC) thermometer/cloud of principles around how movements should be Contribute Contributeto better health, to better wellbeing, health, safetywellbeing, and securitysafety and (H )security (H) heart CreateThis better places (BP)policy contributesgoogle pin/ tree/sunshineheart towards the delivery walking. Extensive feasibility and consultation of the private car. More details on charging Create betterCreate places better (BP)Contribute places (BP) to better health, wellbeing, safety andgoogle security pin/ (Hgoogle tree/sunshine) pin/ tree/sunshine Create better places (BP) google pin/ tree/sunshine work, including with the public and businesses, schemes can be found in Section 10: Funding and of the following objectives and outcomes: accommodated and managed on the local network. would form part of any further consideration of implementation. This represents an opportunity for a fresh approach demand management measures, including a road to the designation of corridors, and take account of user charging scheme. As part of any scheme The West of England authorities will continue to the following issues as part of scheme design: work together to identify and agree a coordinated 1,2,4,5 4 2,3 3 development, assessments would be undertaken to l approach to parking and/or road user charging, to The accommodation of strategic car and lorry ensure that charging would not result in creating a movements on the most appropriate, defined barrier to employment or education opportunities, manage the impact on competing commercial and The main interventions that will support the corridors, to ensure efficient movement and to particularly for those who are unemployed or business centres. delivery of the policy, are: minimise congestion and inform a designated on low income. Those with disabilities and other Feasibility studies have been carried out to freight distribution network (see policy W5). This mobility impairments will be considered for investigate the impacts and extent of charging in l Define, manage and maintain the Key Route may include the omission of some corridors exemptions. Work would be also required with Clean Air Zones in Bath and Bristol (see Section 8: Network which have a current `A’ road designation, and partners within and beyond the West of England, Local connectivity). Final plans are likely to include the inclusion of others currently not designated l Develop and improve network resilience including Highways England. As the SRN will fall introducing charges or restrictions for the most as `A’ roads through an ongoing commitment to highway outside any fiscal control, care will need to be polluting vehicles entering these areas. This could maintenance l taken in establishing such a scheme to address any help contribute towards improving air quality in The designation and status of priority public transport corridors, including the potential to unintended consequences for the remainder of the our most congested areas. However, as with all l Effectively manage the Major Road Network highway network, including the SRN and its impact schemes that seek to charge users of the transport review the status of existing corridors in terms l on business. network, significant objection is often generated, Effectively accommodate development sites and of accommodating through traffic movements which will need to be carefully managed. associated trips and re-prioritise road space to more sustainable A Workplace Parking Levy means employers are modes charged a fee per private parking space on their We will support ongoing work on Clean Air Zones, Define, manage and maintain the Key Route l site. Employers may choose to pass this charge on and proactively work to manage objections. The appropriate balance and allocation of road to their staff, which can encourage staff to consider Network space between different modes of passenger alternative ways of travelling to work. Previous The West of England Combined Authority has a duty transport, and the balance of links based on assessments undertaken for the West of England to define a Key Route Network (KRN) within its area. their urban or rural environment and position show there is potential for a Workplace Parking The KRN will clarify a priority highway network for within district centres Levy to deliver an estimated 2% reduction in trips. the accommodation of multimodal, passenger and l Impact on air quality, particularly routes within Coupled with a road user charging scheme, the freight movements, help guide the prioritisation of Air Quality Management Areas (AQMA) and any impact on the reduction of trips could be far more investment in the highway (including maintenance) forthcoming, designated Clean Air Zones significant. and complement the transport major scheme programme. l Road safety implications, particularly for We will support the further investigation and vulnerable road users (including taking account potential future implementation of appropriate Consideration is being given to the criteria for of designated 20 mph zones) parking and road user charging policies, if initial the KRN and its implementation and operational consultation and feasibility work suggests they protocols, including the multimodal nature of l Supply and management of parking and could influence and better manage the demand transport corridors (road, freight, port, airport, servicing of kerbside properties and impact the use of private vehicles in the West bus, metrobus, cycle and rail), key transport of England. interchanges, major employment and housing areas, key movements of people and commuters,

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Section 7: Connectivity within the West of England continued l The JLTP4’s major scheme programme, Develop and improve network resilience l Maximise the operational effectiveness of traffic A Joint Transport Asset Management Plan (JTAMP) including the linkages between radial and through an ongoing commitment to highway signals and extend the use of Urban Traffic sets out a framework for the delivery of sustainable orbital links and opportunities to reallocate road maintenance Control where deemed appropriate maintenance. This could form the framework for space, and manage/restrict through traffic, on the management of the transport infrastructure l radial routes where through traffic is diverted A significant proportion of our total capital and Maintain, manage and ensure best use of asset base to deliver agreed Levels of Service and away onto more appropriate roads revenue spending is allocated to managing and transport assets through a Joint Transport Performance Management targets in the most maintaining our transport assets ranging from Asset Management Plan. This will include those cost-effective way. The JTAMP could consider the l Interaction with and inclusion of the MRN, and carriageways, footways, cycleways and rights key routes and corridors that form the KRN following sorts of issues: connections to the SRN and the rest of the local of way, to bridges, retaining walls, fences and l Develop and improve the network resilience, road network barriers, verges, lighting, traffic signals, bus stops l Customer Care: to involve stakeholders and taking account of the impact of climate change communities and users of the highway network The issue of wider connectivity will also be and other public transport infrastructure, street l to confirm how best to deliver their needs considered in the designation of the KRN. The West furniture and signage, car parks and Park & Ride Explore further with Highways England a of England network accommodates strategic car sites and drainage infrastructure. strategy for the M32, which will consider l Asset Information Management: establish options including declassification from and freight movements between the south coast Growth in traffic levels has brought an increasingly inventory systems and procedures to collect ports and the Midlands, as well as movements motorway status and potentially unlock a new and collate asset characteristics and condition widespread recognition of the importance of Park & Ride site along the M32 corridor from the South West Peninsula and South Wales highway maintenance, and the high value placed assessments to London. These movements are not only l on it both by users and the wider community. Continue our firm commitment to maintain the l Transport Asset Management Framework: accommodated by the SRN but also on roads of a The impact of repairs and the need to access network to the best standard possible, in light more local nature. The major scheme programme implement a clear and focused Plan, compliant and maintain underground utilities beneath of increasingly constrained budgets for highway with statutory obligations, defining clear includes improvements to take account of these the highway has a detrimental impact on traffic maintenance. This includes the ‘whole-life’ movements, to improve network efficiency, tackle highway maintenance objectives and outcomes disruption. There is significant public concern approach where we identify and repair roads and detailing `Life Cycle’ planning, to ensure the bottlenecks and remove strategic movements from about the need to invest adequately and effectively before they are visibly damaged on the surface, unsuitable routes. most effective use and targeted maintenance in highway maintenance and the implications for wherever there is a financial or a maintenance of the asset over its operating life up to A further key issue is resilience. Capacity is safety and journey reliability. benefit incentive to do so renewal/disposal. This will include appropriate limited and an incident on the SRN can have To manage the network effectively we will: We are committed to better integrating traffic consideration of both reactive and planned severe implications across the region (and often control systems across the region, and working maintenance, at various stages throughout l much further afield), for private vehicles, public Oversee the safe, effective and efficient use of with technology partners to better share network its life cycle. Consideration will be given to transport and freight movements, as well as the network in line with our duties under the data and identify ways to manage the network. available funding and establish/maintain having further road safety, economic and air quality 2004 Traffic Management Act and consider the contingency plans for unplanned events and implications as traffic is diverted onto unsuitable needs of all road users We will implement the measures identified as emergencies part of the Better Bus Area scheme to coordinate or congested links. One particular example is the l Review our network management plans and rationalise the information provided to bus l Work Planning and Service Delivery: adopt a M5 through North Somerset, where incidents, to ensure they are kept up-to-date and particularly in the busy summer months, have operators in respect of planned road works. policy for sustainable development compatible complementary with predicted growth and planning for severe implications. This causes severe congestion, To fulfil its potential, it is crucial the highway not just on the motorway but also on diversion l Review road hierarchy through the KRN resilience. Identify maintenance implications network is well maintained. This can make a arising from new and improved infrastructure routes and local roads in and between our towns. programme to consider which kinds of traffic significant contribution to key transport objectives, Resilience will form a key component in the should be directed onto the most appropriate projects and plan future maintenance, for example road safety, particularly with respect implement/maintain an effective process of risk designation of the KRN, as well as informing the routes, including heavy goods vehicles to cyclists, pedestrians and motorcyclists. Equally, major scheme programme. management and deliver an effective system of l Adapt the network through engineering a poorly maintained highway network can deter inspection We will define, manage and maintain the KRN, schemes and measures to ease congestion, people from choosing active modes of travel, ensuring it considers the key issues of wider improve safety and encourage sustainable therefore increasing levels of congestion and be connectivity and resilience. transport modes detrimental to the quality of the public realm.

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Section 7: Connectivity within the West of England continued l Use of new street works powers (including the growth on strategic transport corridors or New Roads and Streetworks Act and the Traffic addressing local issues. Management Act) to improve the management of Case Study: Cribbs Patchway New Case study: South East Bristol Orbital works on the highway network S106 contributions and Community Neighbourhood Infrastructure Development Infrastructure Levy (CIL) will continue to be Low Carbon Corridor We will look to produce a JTAMP for the West of Plan used to fund the delivery of mitigations and The JTS identified that there is poor infrastructure England area to provide a framework for delivering Part of the Cribbs Patchway New improvements as soon as possible. Site-specific and public transport service facilitating orbital sustainable maintenance. Neighbourhood Infrastructure Plan includes mitigations will be via the S106 process and movements around south east Bristol and the a commitment from South Gloucestershire the more strategic improvements via CIL. surrounding area. The lack of any orbital connection Effectively manage the Major Road Network Council to forward fund up to £12m to ensure Transport assessments will outline the effects is forcing people to drive along the A4 and use that infrastructure is comprehensively of medium & major development sites on the unsuitable local roads in residential areas. This adds The Department for Transport is designating a planned, phased and delivered. This local transport network and idenitfy mitigations, more traffic to the already heavily congested A4. Major Road Network (MRN) to sit between the demonstrates the Council’s commitment to be funded by developers. These assessments This makes it more difficult to reallocate road space Strategic Road Network (SRN) and the local in ensuring that the right infrastructure is will include testing the effect of development- to transformational and sustainable modes such as road network. It will provide the opportunity for available at the right time to allow people to caused car use and expected travel patterns Mass Transit and other low carbon travel options. a consistent and coherent network with a better make more sustainable travel choices. on nearby rural transport networks, with It also results in high flows and congestion on the balance of investment between the SRN and mitigations to allieviate and discourage extra Bath Road, A4174 West Town Lane, A37 Wells Road, MRN and clarify their complementary roles and trips on inappropriate routes in sensitive areas. Whitchurch Village, Queen Charlton and Keynsham. requirements. Effectively accommodate development sites and Given the evidence from the JTS, the focus Options were considered as part of the B&NES To give the economy a stronger boost, unlock associated trips of the JLTP4 is on achieving a substantial Local Plan consultation. Officers across the West of housing and relieve communities overwhelmed shift to more sustainable modes, that carry England have met with residents and the community with traffic, there is a strong case for increasing We engage with developers early in the planning more people more efficiently. However, large to go through various alternative options and have investment on important roads managed by local process to ensure they design their sites to match numbers of cars will remain on the network taken ideas and comments away to develop in more authorities. Our approach to the MRN will, therefore, the priorities of the local planning authorities and given the planned growth across the region. detail when further work on the corridor progresses. take into account the emerging KRN proposals and contribute proportionately to identified transport Significant investment will be required to: Further detailed engagement and consultation will principles, as well as future growth locations for improvements and mitigations. This includes the continue with the residents of South East Bristol and l Unlock new development, including strategic housing and jobs and include key urban corridors. provision of highway links into the existing network. Whitchurch Village to explore options that address employment locations and clusters Public transport will be one of the key principles Regular update meetings with developers of the lack of orbital connectivity, developing plans strategic sites give the West of England authorities for the MRN, as these roads carry large numbers of l Tackle congestion blackspots that are suitable, deliverable and acceptable to the people on buses and other modes. the chance to outline transport network priorities community. We are committed to addressing the and requirements through site design and help l Support the ambitions for changing orbital connectivity issue. Our first priority will be to This recognises that public transport schemes to iron out issues to ensure a smooth planning people’s travel behaviour, through enabling are generally more effective in the long-term at do so through public transport, cycling and walking process. reallocation of road space to walking, through a step change in sustainable transport reducing congestion than road widening schemes. cycling and public transport on congested It is essential that potential transport opportunities provision. Resilience schemes will be included where they urban corridors and directing traffic to more are used to influence decision making at the very have a demonstrable beneficial impact for the suitable corridors, where appropriate Comments received through the JLTP4 consultation economy. earliest stages of land use development planning raised concerns that residents felt that plans are well (see Section 9: Neighbourhood Connectivity). We will design new and improved road developed, however only initial modelling options We recognise that there will be additional MRN infrastructure to support the needs of Accessibility – with an emphasis on developments have been assessed at this stage and we have much capital infrastructure and this will have an impact pedestrians, cyclists and public transport being encouraged in areas served by, or providing more to do, in consultation with the local community, upon maintenance budgets and requirements. users – including multimodal transport greatest opportunity for, trips to be made by to develop the plans and any future alternative corridors – to support the ambitious growth The West of England will work closely with the passenger transport, walking and cycling – will infrastructure solutions further. proposals in the area and to unlock the Department for Transport on proposals for the continue to be balanced with the need to deliver economic potential of areas including South MRN in our area. wider objectives. This could include supporting Bristol.

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We will deliver the following highway schemes Support the delivery of Enterprise Zones/ to provide access to new development sites and business clustering accommodate associated vehicle trips: Case study: Banwell Bypass The clustering of businesses can have a number The Banwell Bypass has recently won funding alone when HGVs, coaches and school buses l Multimodal corridor improvement (highway, of proven benefits, including trade and business from the Ministry of Housing, Communities meet. As a result, air quality is poor and the metrobus, strategic cycling route) between between them improving, due to reduced transport & Local Government through the Housing perceived safety of pedestrians and cyclists Bristol and Nailsea, continuing to Clevedon/M5 costs and more immediate supply of goods or Infrastructure Fund (HIF) to build a bypass to even worse. Congestion has been a problem for service. It is also more convenient for customers l A4 to Avon Mill Lane improvements, Keynsham the north of the historic village of Banwell. decades with moderate worsening of queueing travelling to businesses or services to be able to over the past 15 years. All of this has limited the l access multiple services on one site. Increased The bypass has been a long-standing aspiration Winterbourne and Frampton Cotterell Bypass, economic and social vitality of the village centre. business through footfall is normally higher when of North Somerset Council and until now, years to enable road space reallocation to provide a businesses cluster too, with impulse buying far of local campaigning had been unable to secure The bypass will provide numerous benefits, multimodal corridor along the A432 between greater. the funding required to deliver this major quality including providing significant improvements Yate and the North Fringe of Bristol of life improvement for Banwell which sits at to air quality and public realm in the centre of l A371 and Wolvershill Road/Churchland Way These benefits can have significant positives for the foothills of the Mendips Area of Outstanding the village, improved access to the residential Link (North South Spine Road), Weston-super- the transport network and public realm. Reduced Natural Beauty (AONB). and employment growth to the north-west of Mare travel distances between businesses result in a the village, supporting the delivery of Weston lower demand for trips on the transport network The bypass, which will pass to the north of l Villages; and improving local and regional Herluin Way to Locking Road Link, Weston- for both freight and delivery journeys, as well Banwell village, will link the A371 and A368. connectivity for longer trips. The bypass will super-Mare (to replace two current road as staff and customers. The potential lower These two A roads currently meet in the narrow also enable pedestrian improvements in the bridges with a single one and enable double- demand on the transport network can, in turn, village centre, in the heart of the Banwell centre of the village, helping to promote more tracking of the railway) improve connectivity by improving journey times, Conservation Area. The historic narrow streets sustainable modes of transport wherever congestion and air quality. It can also result in a of West Street, East Street and Church Street possible, improving accessibility and the quality W5. Enable business clustering and the higher demand for public transport services to are inappropriate and are of insufficient widths of life for Banwell residents. efficient movement of freight serve large employment sites, boosting public to accommodate cars passing each other, let transport usage. Schemes to improve walking and

Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusiveSupport growth economicsustainableand (EG) inclusiveSupport growth and sustainableeconomic inclusive (EG)£ or growth gr economicandaph inclusive of(EG) arrows growth£ or economic grincreasingaph (EG) of arrowsgrowth£ or gr increasingaph(EG) of£ arrowsor graph increasing of arrows£ or gr aphincreasing of arrows increasing Enable equality Enableand improve equality accessibilityEnable and improve equality (EAEnable accessibility) and equality improveEnable (EAand accessibility) improve equality accessibilityequal and(EA )improve sign or (EA openaccessibilityequal) door sign (EAor open)equal door sign orequal open sign door or openequal door sign or open door cycling access are also more effective when linking Address poor airAddress quality poorand take airAddress quality action poor againstandAddress airtake quality climate action poor and Addressairagainstchange takequality (CC)action climatepoor and air againsttakethermometer/cloud change quality action climate (CC) and against take changethermometer/cloud action climate (CC) against changethermometer/cloud climate (CC) changethermometer/cloud (CC) thermometer/cloud ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety toContribute wellbeing,better and contributes security health, to safety better wellbeing,(H) and health, security safety wellbeing,heart (H and) security safety heartand (H) securitytowards (Hheart) heart heartthe delivery Contribute to better health, wellbeing, safety and security (H) Create better placesCreate (BP) better placesCreate (BP) betterCreate places better (BP) places (BP) google pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ googletree/sunshine pin/ tree/sunshine of the followingCreate better objectives places (BP) and outcomes:google pin/ tree/sunshine to employment clusters. We will work to ensure that all highway Strategic Road Network and locally will improve improvement and traffic management schemes access to potential housing & residential growth. Business clustering offers significant benefit consider potential improvements to bus to local communities as they consolidate infrastructure and incorporate features in design, We will work with Highways England to deliver 1,2,3,6 1,5 1-5 3,4 2,3 infrastructure, unlock key development sites, wherever possible. improvements to Junction 14 of the M5, increasing attract business and create jobs. Business rates capacity and enabling enhanced access to national collected from these clusters can be used by local We will work with Highways England to provide networks. The main interventions that will support the enterprise partnerships or planning authorities to a new Junction 21A on the M5 motorway south of delivery of the policy, are: reinvest in the local economy and infrastructure. the existing J21. This will be supported by a new We will deliver a new road link from Yate to a new M4 Junction 18A, to enable traffic from Yate to multimodal corridor connecting the new junction l Support the delivery of Enterprise Zones/ To strengthen existing multi-business sites or to directly access Emersons Green and the east of with the A38, with a bypass for Banwell in the business clustering encourage further clustering, business clusters short to medium term and potential highway Bristol. can be formalised as Enterprise Areas (EAs) or improvements at Sandford and Churchill in the l Balance the requirement for distributing goods, Enterprise Zones (EZs). The West of England medium/long term. Major improvements to the A38 with mitigating the adverse impact of vehicles actively promotes designated EAs/EZs across between Langford and South Bristol will further the region, including at Avonmouth/Severnside, improve connectivity. The scheme will improve Bath City Riverside, Somer Valley, Bristol Temple links to the airport and improve resilience of the Quarter, Emersons Green, Filton, J21 (Weston- super-Mare) and at South Bristol. There are also

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multiple priority growth locations across the region, offering further opportunities for clustering. Case Study: Avonmouth/Severnside Enterprise EZs are areas designated for businesses to locate Case Study: Temple Quarter Area (ASEA) to, encouraged by a range of measures to make it Enterprise Zone (TQEZ) The ASEA, at 650 hectares, is the largest in the pipeline to come forward within the next more attractive for business, such as tax breaks or TQEZ is at the heart of Bristol City Centre, brownfield industrial development site in few years, and space for another 5 million sq ft business rate discounts. The process for applying adjacent to Bristol Temple Meads rail station. Western Europe. It is located between Bristol to follow on. for planning permission is normally simplified if The adjacent area of St Philips Marsh is and the River Severn, immediately adjacent to businesses apply to locate to a designated EZ. well established as an industrial estate. The the M5 and M49 motorways and consists of two Commuting by workers to ASEA is EZs in the region will act as significant traffic vision is to create a new quarter of the city main areas of economic activity – Avonmouth predominantly by car for a number of reasons. generators, in terms of freight and employees, and centre for working, living and leisure and has to the south within the Bristol boundary The nature of large amounts of the business have different needs and impacts on the transport attracted many digital and creative industries, and Severnside to the north in the South uses requires 24-hour work and therefore network in the West of England. We are working and is home to the enterprise hub at the Gloucestershire boundary. In Avonmouth, over workers are on shift patterns that are often out with both sites to ensure sustainable economic Engine Shed. £400 million has been invested in the Port of of the usual business hours. As such, access by growth can be achieved. Bristol in recent years and it is the closest port public transport services is often not realistic There is a target to provide 22,000 jobs within We will develop a joint strategy for movement to the main centres of UK population, with 45 due to levels of services out of usual business the TQEZ over the lifetime of this plan. Major in the Avonmouth/Severnside Enterprise Area million people (over 70% of the UK population) hours. ASEA is geographically close to Lawrence investment has been made in transport that ensures it develops to the benefit of the living within a radius of 300 kilometres. Royal Weston, a socially deprived neighbourhood infrastructure to enable movement to the West of England, supporting freight, workers and Portbury Dock is a key component of the wider that has high levels of unemployment, however TQEZ by sustainable modes from across the associated access requirements. port in Bristol, handling ships of up to 130,000 the transport links between the two areas are West of England, providing opportunities of tonnes deadweight and is conveniently linked poor and unsafe. Currently the only realistic employment and enterprise for our residents. access is by car, ownership of which is less by motorway and rail routes. In addition, Bristol Balance the requirement for distributing Freight movement around the TQEZ is likely for those who are unemployed. Despite Airport is in close proximity, connecting the goods, with mitigating the adverse impact currently mixed, due to the industrial sites being conveniently linked to motorway and rail sub-region to North America, Europe, the Middle of vehicles in St Philips Marsh, which generates HGV routes, congestion and capacity problems cause East, Asia and Africa. movements, and the contrasting digital connectivity issues. Road freight is the most common way to distribute ASEA is particularly well suited to large scale goods in the West of England. However, congestion technology sector in the TQEZ, which warehousing, storage and logistics use with The removal of the Severn Bridge tolls and on the network results in unreliability and generates fewer HGV movements but still an open planning consent in place over a the opening of the new junction from the M49, delivery problems and impacts on other users of experiences high levels of small deliveries large proportion of the area that encourages will leave fewer barriers to travel by car to the network. We need to effectively manage the in vans. With limited options to bypass development to come forward quickly and easily. ASEA from South Wales. Whilst this opens up movement of freight, encouraging a shift from Bristol City Centre, the TQEZ experiences Highways England are delivering a new junction opportunities for a new labour market to access partially filled, heavily polluting road vehicles to high volumes of through traffic, including from the M49 that will provide direct access into the jobs that are expanding in the area, it also fewer, fuller, cleaner vehicles and seek to transfer freight vehicles, adding to an already heavily the heart of the development area. Recently a increases the opportunity for more people to road freight to alternative methods such as rail and congested network in Bristol city centre. The number of large scale distribution operations drive from further afield, increasing the number water. vision for the TQEZ is to be sustainable in have come forward creating over 5 million sq ft of vehicles accessing the area and therefore its operation, including seeking new ways to We will progress an ambitious programme to of Regional Distribution Centre floorspace. There increasing the negative impacts of congestion. reduce the impact of freight movement. improve the efficiency, and reduce the impact, of is another 2 million sq ft of logistics floorspace freight movements and produce a Freight Strategy for the West of England.

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There are several key areas of intervention.

Routing, management and information Case Study: Intercity Rail Freight Case Study: Virtual loading bays Case Study: Consolidation hubs A designated core network of preferred freight routes will be developed in partnership with Passenger trains can be used to transport Virtual loading bays can provide a solution to The rise in ecommerce has resulted in an operators, through the establishment of a Strategic freight between cities. Benefits include fast manage kerb space. Spaces where loading increase in the movement of light goods Freight Network. Through this, freight will be and reliable services, sustainable onward is normally prohibited can be reserved in vehicles to homes. We want to reduce proactively managed on the highway network, in a travel options from rail stations, running to a advance, enabling the authority to prepare their impact by providing localised places way that minimises impacts on local communities timetable making first/last mile integration traffic management for the space to be used where parcels can be dropped to allow and other road users. Operators will be encouraged easier, and carbon reduction by reducing at a specific time, for a specified period. This customers to walk or cycle to collect to use HGV satellite navigation systems and highway freight movements. enables vehicles to get as close as possible them, without the requirement for light consider more off-peak movements, including for to delivery points, reduces congestion and goods vehicles to circulate our residential refuse vehicles. Highway Authorities will seek to smooths traffic flows, as the driver knows areas. This can be easily introduced to new exactly where to park on arrival. developments, where the consolidation hub maintain clear signage, provide better enforcement linked to the Freight Consolidation Centre, offering for residents’ parcels can be incorporated of suitable routes and weight restrictions. good access to rail and motorway networks. into the masterplan from the outset. We are We will seek to establish a Strategic Freight Improvements to the loading gauge on our core and use of electric or cargo bikes in town and city beginning to see a rise in parcel collection/ Network to better manage freight movements. rail routes to increase rail freight capacity, by centres. drop off points located in local shops and increasing the number of containers that can be transport interchanges, therefore it is also To improve air quality, reduce carbon and create accommodated on freight train paths, is supported. Loading and parking possible to provide localised parcel hubs in better places in central areas and certain corridors, The potential to use passenger trains to carry freight established neighbourhoods. By removing traffic movement restrictions will be sought in Pedestrian movements, cycle lanes, route hierarchy and improve options for first and last mile logistics unnecessary circuitous trips by light goods some areas, including through measures in any and public transport reliability, including the from rail stations, will be investigated including the vehicles, the freight operator becomes forthcoming Clean Air Zones. Access could be management of delivery times on core routes and rail served former waste terminal at Westmoreland more productive and the negative impacts provided to a group of streets, or zone, from a small town centre areas and appropriate enforcement, can Road (Bath), Barrow Road (Bristol) and a passenger of motorised traffic on our local streets is number of access points. all impact on the ability to efficiently deliver freight. train freight pilot at Bristol Temple Meads. reduced. We will seek to restrict through traffic movement We will review parking and loading restrictions, We will work with Network Rail to investigate By building a network of committed local for heavy vehicles and most polluting goods particularly in sensitive areas, ensuring loading further movement of freight by rail and improve shops and businesses and keeping the cost vehicles in the central areas of Bristol and Bath. bays are suitably located options for first and last mile logistics from to freight companies as low as possible Currently the M4 has two bridges with restrictions stations. Consolidation the Dutch city of Nijmegen has developed close to Junction 19, which results in vehicles The first urban freight consolidation scheme in the a working model for last mile delivery of Network Rail’s proposals for loading gauge diverting onto the Bristol Ring Road and the A420 UK commenced in Bristol in 2004. The scheme has freight transferring goods at a series of hubs enhancements to W10/W12 Didcot to Cardiff and through Wick, to rejoin at Junction 18. 157 retailers on board removing just over 20,000 to smaller more nimble vehicles and electric W8 Bradford-on-Avon to Bathampton Junction are HGV trips from Bristol and Bath since 2011 (DHL cargo bikes in the city centre. We will work with HE to address restrictions supported. Monthly Review, 2017). Through a grant from the affecting the carriage of abnormal indivisible loads. The water courses throughout the West of England Office of Low Emission Vehicles (OLEV) as part of the could offer the potential to carry freight, with electric Go Ultra Low project, we are seeking to enhance the Rail and water The challenge is to develop a freight consolidation vehicles or cargo bikes connecting to city centre freight consolidation offer with micro consolidation To reduce the impact of freight on the already centre that is commercially viable, and can be run locations for the first and last mile. This could offer centres, using electric cargo bikes, small electric congested highway network, work is required to at a profit with only a small initial subsidy from the opportunities for cleaner and less disruptive forms vans and other appropriate sustainable modes to encourage a shift for a range of goods from road to public sector. To encourage more efficient movement of freight delivery. serve narrow streets in Bristol and Bath, which are rail and water. of freight using fewer, fuller and more appropriate more appropriate to the environment than larger We will work with partners, including freight vehicles, collaboration with industry, local authority The creation of a multimodal freight distribution vehicles. operators and waterway authorities, to investigate and further education establishments is required. centre in the Avonmouth area will be investigated, the potential of using waterways to carry freight

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Section 8: Section 7: Connectivity within the West of England continued Local connectivity

We will investigate opportunities to either expand Local challenges Local policies and interventions the existing freight consolidation scheme, or Car use is very high in many rural and outer urban Local connectivity in the West of England will introduce new facilities, to cover urban centres, Case Study: Embracing innovation by working with industry, local authorities and areas, as well as certain parts of urban areas, support delivery of the JLTP4 objectives, by further education establishments. Opportunities and impacts from new often reflecting the limited travel choices available. focussing on these policies: connected autonomous vehicle technologies Although walking and cycling are relatively popular l We will introduce an online resource to advertise are being considered through the ROBOPILOT compared with other UK cities, many parts of the L1: Enable walking and cycling, ‘active modes spare capacity in vans already travelling to autonomous light commercial vehicle network have limited infrastructure facilities. The of travel’, to be the preferred choice for shorter congested areas to reduce the need for additional project and the CAPRI autonomous POD fleet gradual loss of local shops and services due to journeys vehicles, particularly for smaller retailers or project. South Gloucestershire Council is a competition from out of town retail and leisure l L2: Reduce the number and severity of market traders. collaborator in these Innovate UK funded complexes, and e-commerce has reduced the casualties for all road users R&D projects to facilitate demonstrations Micro-consolidation of freight allows the pooling number and type of facilities available in many of autonomous vehicle technology on l L3: Encourage residents and employees to make together of deliveries into a centre for a small area. local communities, meaning many people need our highway network and in campus to travel further to access essential services, more sustainable and healthier travel choices Loan cargo bikes for businesses to hire to make environments, respectively. The learning education and employment. l short deliveries across congested areas will be from these projects can be used to help L4: Support opportunities for all sectors of the investigated, so businesses can trial the scheme inform the council’s own aspirations around Building on the general West of England challenges population to access the services they require, and realise the benefits. The use of rail stations and supporting autonomous technology, in both identified in Section 2, more specific challenges for wherever they live Park & Ride sites as delivery hubs for customers to highway and non-highway environments. local connectivity have been identified, as follows: l L5: Support the identification and collect and return parcels will also be investigated. New modes of transport (especially for first l There are heavy flows on roads connecting implementation of measures that will improve By coinciding with an already planned journey, mile/last mile) will increasingly utilise such towns, including the A370, A38, A36, A46 and air quality this would reduce the need for LGVs to travel to technologies, potentially creating more A432 customers at workplaces/more central locations. efficient, safer and economical ways for It should be emphasised, as illustrated in Figure We will work with delivery companies and businesses, visitors and commuters to travel. l Actual and perceived road safety and security 5.2, that interventions for local connectivity are not transport interchanges to identify options for loan concerns influence how people choose to travel limited to L1 to L5 above, as both bus and rail trips cargo bikes and freight micro-consolidation. routinely cover local connectivity and their policies Construction Management Plans and Delivery l There is a lack of knowledge and confidence which are covered in Section 7 are also relevant. Embracing innovation Management Plans through the planning system around cycling and using public transport Through our existing and developing partnerships, l For new developments that require a travel l Local services and transport options are limited we will be at the forefront of embracing innovation, plan, include a focus on minimising trips for in many rural areas particularly using lower emission and automated deliveries and servicing to reduce the impact of l There are areas of poor air quality on the freight vehicles. freight activity associated with the operation of highway network, with AQMAs in central the site, including investigation of consolidation, We will support emerging technologies for Bristol and Bath, in some urban areas in South out-of-hours deliveries and details of loading improving the efficiency of freight movement, Gloucestershire, and in some towns and villages locations including planning for and managing the impact in B&NES of CAVs and drones. l Require new developments to incorporate good quality on site loading facilities Planning conditions To influence future freight movements, a set of We will develop and apply local planning planning conditions will be developed to guide local conditions to influence future freight movements. policies, that: l Enable a reduction in the negative impacts of freight in future developments by using

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Section 8: Local connectivity continued

L1. Enable walking and cycling, ‘active barrier to walking and cycling, discouraging these An LCWIP consists of a package of walking and network of legible, attractive and safe strategic modes of travel’, to be the preferred choice active travel modes. Many people are concerned cycling routes which are defined using a specific cycle routes in Weston-super-Mare, with a for shorter journeys by road safety (as a result of the lack of crossing methodology set out by the Department for focus on east-west routes from Worle and points), air quality and indirect journeys resulting Transport which identifies routes with a potential Weston Villages into the town centre. in long journey times due to the barriers caused for high usage at a local level of connectivity. Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusiveSupport growth economicsustainableand (EG) inclusiveSupport growth and sustainableeconomic inclusive (EG)£ or growth gr economicandaph inclusive of(EG) arrows growth£ or economic grincreasingaph (EG) of arrowsgrowth£ or gr increasingaph(EG) of£ arrowsor graph increasing of arrows£ or gr aphincreasing of arrows increasing equal sign or openequal door sign or openequal door sign orequal open sign door or open door l Enable equality Enableand improve equality accessibilityEnable and improve equality (EAEnable accessibility) and equality improveEnable (EAand accessibility) improve equality accessibility and(EA )improve (EA accessibility) (EA) equal sign or open door The North Somerset Coastal Towns Cycle Address poor airAddress quality poorand take airAddress quality action poor againstandAddress airtake quality climate action poor and Addressairagainstchange takequality (CC)action climatepoor and air againsttakethermometer/cloud change quality action climate (CC) and against take changethermometer/cloud action climate (CC) against changethermometer/cloud climate (CC) changethermometer/cloud (CC) thermometer/cloud ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety toContribute wellbeing,better and contributes security health, to safety better wellbeing,(H) and health, security safety wellbeing,heart (H and) security safety heartand (H) securitytowards (Hheart) heart heartthe delivery by major roads, such as the M5 at Junction 21 at LCWIPs will also set out a programme of Contribute to better health, wellbeing, safety and security (H) Create better placesCreate (BP) better placesCreate (BP) betterCreate places better (BP) places (BP) google pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ googletree/sunshine pin/ tree/sunshine of the followingCreate better objectives places (BP) and outcomes:google pin/ tree/sunshine Weston-super-Mare and at M5 Junction 17 Cribbs infrastructure improvements and the scale of Route & Strawberry Line Extension: to provide Causeway. investment in the walking and cycling environment a continuous cycle route from the Somerset that would be required to bring preferred routes coast at Brean, connecting the three North Current adopted Local Plans include a set of Somerset coastal towns, with onward links to 2,3 1-5 1-3 1-4 1-4 up to a standard that meets the latest best practice safeguarded sustainable transport routes, many of and is suitable for all users. Interventions will Bristol. This will avoid the severance caused by which follow the route of former railway lines. This be prioritised over the short (typically <3 years), the M5 and also the A370, and will save 4 miles network of safeguarded routes, once developed, medium (typically <5 years) and long (typically >5 on the current cycle linkages between Clevedon The main interventions that will support the will provide safe, convenient and efficient years) term. & Weston-super-Mare. In progress are further delivery of the policy, are: infrastructure which encourages and facilitates linkages from Clevedon to the strategic cycle walking and cycling, and which minimises reliance We will develop our Local Cycling and Walking network, through the long-standing ambition to l Provide an attractive, safe and usable walking on, and discourages unnecessary use of private Infrastructure Plan, which will be reviewed on a reopen the former railway line to Yatton Station and cycling network cars, especially for local trips. regular basis. (with onward rail access) as a shared-use path l (known as the Strawberry Line Extension) and Provide schemes to support the uptake of Off-road routes including the Bristol and Bath A suite of other walking and cycling schemes and cycling within Somerset onward segregated cycle Railway Path and the Strawberry Line, as well as strategies sit alongside the Local Cycling and linkages to Wells in Somerset. the on-road Avon Cycleway circular route, are well Walking Infrastructure Plan as regional priorities. Provide an attractive, safe and usable used, playing a part in improving the health and They include: l Bath Cycle Network and City Centre Package: walking and cycling network well-being of residents while reducing the number Completion of a continuous and integrated l Walking and cycling (including the use of e-bikes) of vehicles on our roads. Greater Bristol Walking and Cycle Network: network of infrastructure to provide strategic can reduce the negative impact of congestion on Strategic cycle routes to comprise key cycle routes, comprising key corridors and the local economy, as they offer the most reliable We will continue to safeguard those sustainable corridors, orbital and cross city routes cross city routes, complemented by improved and consistent journey times. Active travel also transport routes and off-road cycle routes as outlined in Bristol Cycle Strategy. This permeability and investment in public realm in contributes to increasing physical activity, which identified in the Local Plans for each of the West integrated strategic cycle network will connect the city centre. has many benefits for both health and wellbeing of England authorities, and will seek to develop key destinations across, and adjacent to, the for all ages. To make active modes of travel the these routes as part of a network of sustainable Bristol urban area, including North and East l Bristol City Centre Movement Strategy: public preferred choice for shorter journeys, work will interurban transport routes. Fringes, and connections to Whitchurch and realm enhancements, improvements to the continue with walking and cycling groups, charities, Long Ashton. This will be supported by better pedestrian network, continuous and integrated To encourage citizens to change the way they pedestrian facilities to serve the Bristol urban cycle network in Bristol city centre and link and wider sustainable transport supporters to travel from private car to more active modes, there build on and develop best practice that can be area. with the wider strategic improvements to be needs to be good quality physical infrastructure delivered by West of England’s LCWIP. shared across the West of England. connecting key destinations including schools, l Interurban cycle routes: Strategic cycle routes We will work with partners, charities and the workplaces, and health facilities. to Thornbury, Yate and Coalpit Heath from the voluntary sector to develop and implement best North and East Fringes, linking into a network The priorities of walking and cycling infrastructure of routes into Bristol. practice design to make walking and cycling the for the West of England will be shaped by a preferred choice for shorter journeys. vision for investment in strategic infrastructure l A38 Corridor improvements between Cycling also has a significant, and growing role to develop walking and cycling packages, public Thornbury and the Bristol boundary. realm as well as a West of England wide Local to play for many journeys, including commuter l Cycling and Walking Infrastructure Plan (LCWIP). Weston-super-Mare Cycling and Walking trips, journeys to school, and leisure trips. Major Network: Better pedestrian and cycling roads currently provide a physical and perceived facilities to serve the town. Completion of a

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All walking and cycling infrastructure schemes The Sustrans Bike Life study has identified that will be designed in line with best practice design nearly twice as many men than women cycle at guidance. This includes mitigations required from least weekly in Bristol, which is a significant gap Case Study: Odd Down Cycle Circuit Case Study: Brean Down Way the Habitats Regulations Assessment (HRA). that needs to be closed. Personal security, feeling safe and respected in public places are key issues Following a £600,000 grant from British North Somerset Council opened the first leg HRA Mitigation: North Somerset Coastal identified by women. To increase the uptake of Cycling, B&NES developed a cycle circuit at of its flagship Coastal Towns Cycle Route in Towns Cycle Route cycling, and particularly enable more women to Odd Down in Bath. The 1.5km Closed Road July 2017. The three-mile Uphill to Brean cycle, interventions could include: Cycling Circuit at Odd Down Playing Fields section has been an exemplary example of The current proposals for the Weston-super-Mare opened in April 2013, enabling enthusiasts to working with a very wide range of partners, to Clevedon section of the North Somerset Towns l Prioritising road safety, with protected, but learn, train and enjoy cycling without having volunteers and funding sources, and the Coastal Cycle Route, adjacent to Weston-Super- direct, cycle routes to negotiate Bath’s busy roads. Odd Down determination to make a long-held ambition Mare, shows the route occurs directly adjacent Cycling Circuit has been specifically designed happen. It was jointly led by North Somerset l Addressing all local journeys, including trips to the Severn Estuary SPA and Ramsar. This could to introduce and develop opportunities for Council and national cycling charity, school and work potentially result in the loss of habitat used by cyclists to train at all levels, and is one of Greenways and Cycleroutes Ltd. It also birds, particularly waders. It is understood that l Training/engagement programmes to increase only 17 specific closed road cycling circuits in involved the Environment Agency, Wessex the proposed route is indicative at this stage and confidence England. Water, Natural England, Somerset County therefore without further information there is a risk Council, Sedgemoor District Council and of an adverse effect on the integrity of the Severn l Reaching out to women’s/parenting groups to their contractors, Brean Parish Council, the Estuary SPA and Ramsar site. A project level HRA integrate them in new infrastructure planning Bidding opportunities for walking and cycling National Trust and landowners. would therefore be required to screen the potential connectivity schemes often arise at short notice effects of this scheme once further details are Other interventions that could increase the number and require ‘shovel ready’ evidenced based The route continues for three-miles to the available. If an LSE is screened-in during a project of people cycling, include: schemes backed up by local support to secure tip of Brean Down, which used to look close level HRA then an Appropriate Assessment should l Focus more on secure storage, at homes funding. The development of a package of walking to Weston-super-Mare, but the barrier of the be undertaken. This project level Appropriate (including on-street e.g. hangers), workplaces and cycling schemes, which incorporates our River Axe and poor connecting paths meant Assessment would need to demonstrate that and other destinations LCWIP will put the West of England in a strong holiday makers and residents had to drive, no adverse effects will occur on this European position to capitalise on any future funding take two buses, or cycle the busy, narrow and Site before the scheme is granted permission l Acting to remove perceived barriers to cycling opportunities that arise from Government or new circuitous Accommodation Road, which was and allowed to go ahead. The Appropriate development. also three-miles longer. l Encouraging take up of e-bikes Assessment should include moving the route away We will work with key housing developers, Since the opening of the route in July 2017 from sensitive habitat used by bird populations We will work with partners to deliver employers, education providers and leisure sites up until the end of December 2017, there associated with the estuary. opportunities that support all abilities into cycling, from an early stage of planning to ensure that were over 47,000 pedestrian and cycle users using the All Ages and Abilities (AAA) cycle funding for walking and cycling infrastructure on the route. Almost all the active travel network concept. forms part of the design from the outset. This will journeys are new leisure trips, which were ensure that new developments prioritise walking not possible or desirable before. The route and cycling. won the Highway Partnership Award at the Institute of Highway Engineers (IHE) South Western awards on 10 May 2018.

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Opportunities will be taken to reallocate road space obstructions, and obstacles such as unlicensed Cycle parking needs to accommodate a wide range to improve conditions for pedestrians, cyclists street furniture and vehicle parking. An attractive of bicycle types, including folding, tandem and and equestrians through the provision of safe, network, with consistent surfacing, will be more Case Study: Bristol Family bike trailers, and be located where there is natural direct and well-lit routes. This will be prioritised appealing to those who may use active modes. Cycling Centre surveillance, wherever possible. This includes in locations where the potential for mode shift is cycle parking at public transport interchanges and greatest, or where space is made available because We will work to maintain footpaths and cycleways The Bristol Family Cycling Centre (a some bus stops, where parking and hire schemes of development or redesign. to an acceptable standard. partnership for 3 years with British Cycling) provide for onward travel. Other facilities, such at Hengrove opened in Spring 2016 on the as showers and lockers, can also be provided by Transport policies have traditionally focussed The scale of investment in walking and cycling site of the former Whitchurch athletics track. infrastructure provides a hook for our combined offering grants to match fund inputs made by site on predicting future demand to provide capacity It gives people of all ages and abilities the owners/operators. (predict and provide). In more recent times this initiatives, addressing the ‘structural’ barriers chance to ride, or learn to ride, in a traffic- could better be described as predict and manage. preventing the wider uptake of active travel free environment. The centre provides entry We will work with employment site operators, A new approach has been developing which seeks options. Relationships with internal partners, level cycling to a new generation of cyclists – education providers and leisure sites to provide to decide and provide. There is a finite amount of such as public health and air quality, and external starting with balance bikes of different sizes, advice and guidance about what facilities to road space and we need to decide which forms of partners, including the NHS and local sport or through to 2, 3 and 4 wheelers, companion support cycle parking would work at their site. transport are prioritised. active travel organisations, along with public bikes, wheel chair bikes and hand-cycles, transport operators, are required to maximise making cycling accessible to all. We will continue to provide funding for covered All walking and cycling infrastructure needs to available funding. Partnership working will and secure cycle parking and promote 50% match be maintained to a high standard. This includes take place by holding regular and attending There were 12,355 attendances in 2017-2018. funded grants to deliver facilities. addressing issues such as potholes, which can be engagement and forum events, and creating particularly hazardous for cyclists. Priority routes consortiums that meet quarterly or bi-annually for We will seek to increase provision of secure on should be free from vegetation and other natural ongoing projects. Provide schemes to support the uptake of street cycle parking for residents. cycling We will continue to work collaboratively with National and local events including National Bike internal teams and in partnership with external Cycle training can significantly improve confidence, Week, charity sporting events and guided walks organisations to promote the benefits of cycling to as well as safety. Involving whole families in have a role to play in increasing the uptake of health and the environment, further encouraging training together can develop skills which can be cycling and walking. Case Study: Hambrook Junction behaviour change. used for either leisure or school/commuter trips. We will support the wider promotion and An innovative Cycling Ambition Fund Support of existing cycling training programmes provision of national and community-based cycling scheme has provided a straight through Perceptions of danger are a major factor in will be continued, wherever possible. and walking activities. crossing of the A4174 Ring Road for cycle attitudes to cycling, with many people hesitant to traffic or ‘Parallel signalled cycle crossing’. cycle because of the fear of heavy or fast traffic. Cycle hire schemes are becoming increasingly Electric bikes have an increasing role to play The crossing is separate from the adjacent Fear of injury currently deters many people from important to facilitate and encourage cycling, by enabling sustainable transport for longer provision for pedestrians and allows cycle making healthy and sustainable travel choices. especially for people who do not own, or have journeys, where topography is challenging, and traffic to cross the Ring Road in a single immediate access, to a bicycle. These schemes We will improve and increase cycle education and for ageing or sedentary populations. The Access phase, thereby reducing delays for cyclists. enable residents and visitors to explore with training for all road users, to reduce cyclists’ fear WEST programme currently funds an electric It utilises innovative above ground detection freedom, contributing to our economy without of being injured, and both the perception of risk bike loan scheme which allows those working, of cyclists to trigger a change in the signals. negatively affecting air quality. Cycle docking and incidence of cycle injury. living and studying in the West of England the The new layout provides an important link stations are likely to become commonplace at opportunity to try out electric bikes on a ‘try before to the employment areas and educational our busiest transport interchanges and will help you buy’ basis. We support the Go Ultra Low West establishments around the ring road, for to facilitate sustainable travel for door-to-door Programme, funded by Central Government’s Office the local communities. In March 2016, the journeys. for Low Emission Vehicles (OLEV), to introduce an scheme was recognised as an ‘exemplar case We will continue partnership working with third- electric bike share scheme into Bath to increase study’ in good practice guidance published by party providers of cycle hire schemes to ensure e-bike usage among residents. In addition to the the DfT. a smooth operation that benefits residents and provision of the bikes, charging points and other visitors. supporting infrastructure needs to be provided.

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L2. Reduce the number and severity of Remedial engineering schemes will be targeted casualties for all road users at improving the safety of vulnerable road users, Case Study: REPLICATE in both urban and rural areas. Where appropriate, Case Study: North Somerset Council partners from different vulnerable user groups, Support Supportsustainable sustainable and inclusive and inclusive economic economic growth (EG)growth (EG) £ or graph£ or of grarrowsaph of increasing arrows increasing Enable equalityEnableSupport equalityand improve sustainable and improveaccessibility and accessibilityinclusive (EA) economic (EA) growth (EG) equal signequal or£ open orsign gr dooraphor open of arrows door increasing The REPLICATE project (Renaissance in equal sign or open door Address AddresspoorEnable air poorquality equality air and quality and take improveand action take against accessibility action climateagainst (EA changeclimate) (CC)changethermometer/cloud (CC) thermometer/cloud electric bikes for businesses. ContributeContribute toAddress better to health, poor better air wellbeing, health, quality wellbeing, and safety take and action safety security against and security(H )climate (H change) heart (CC)heartthermometer/cloud such as groups supporting those with sight, hearing This policy contributesheart towards the delivery Create betterCreateContribute places better (BP) places to better (BP) health, wellbeing, safety and security (Hgoogle) pin/google tree/sunshine pin/ tree/sunshine Places with Innovative Citizenship And Create better places (BP) google pin/ tree/sunshine Since 2017 North Somerset Council has had of the following objectives and outcomes: or mobility impairments, will be involved during Technology) is a European research and as fleet of electric bikes that are available to design to ensure specific needs are taken into development project that aims to deploy loan out for free to businesses. To date the consideration. integrated energy, mobility and ICT solutions popular e-bikes have covered in excess of in city districts. In Bristol, the Ashley, 2-5 1-4 1-4 We will take the specific needs of vulnerable road 2310 miles and at the end of the loan period, Easton and Lawrence Hill Neighbourhood users into consideration during design, by working 1 in 4 businesses have gone on to buy their Partnership area was chosen as the target with partners from different user groups. own e-bike. district. Among other things, the Bristol Alongside cutting carbon emissions, pilot explores how smart technology could The main interventions that will support the Deliver road safety education, skills and delivery of the policy, are: participating businesses have reported be used to enable greater sustainable training to equip people with the knowledge mobility to increase health and wellbeing reduced spending on mileage claims and l Consider the needs of all road users in the and skills to travel in a safe and sustainable as well as enable better access to training business travel, as well as health benefits for design of transport and highway schemes, way and employment, and engage citizens in their staff. particularly vulnerable road users their energy use and travel patterns to Road safety continues to remain a statutory Many staff have also been inspired to change behaviour. Some of the interventions l Deliver road safety education and skills training responsibility of local authorities, and each purchase personal e-bikes for commuting. being piloted include e-bikes, electric to equip people with the knowledge and skills to authority has their own road safety strategy. A One of the staff who frequently used the car club vehicles, an on-demand electric travel in a safe and sustainable way key way of improving safety is by delivering a e-bike at one of the participating businesses, transport service, electric vehicle charging programme of education, training and publicity. said: “Since I’ve had the opportunity to use infrastructure, and personalised mobility l Work in partnership to build safer communities the e-bike I’ve decided to sell my car and buy applications. A proactive approach to road safety education and a bike instead.” Consider the needs of all road users in the training will continue to be adopted, based on best Partners: Bristol, Florence (Italy) and design of transport and highway schemes, practice and national guidelines. This will continue San Sebastian (Spain). There are also a particularly vulnerable road users to be delivered in priority neighbourhoods, schools Locations where this is required will be agreed number of other ‘follower’ cities that will and to vulnerable road users. Work on road safety with employers and other service providers. look into replicating interventions in their The needs of all road users are considered initiatives to reduce personal injury collisions by cities including Essen (Germany), Lausanne in scheme design, and this will continue to promoting campaigns which focus on pedestrian We will investigate and implement future (Switzerland) and Nilufer (Turkey). In addition be a priority. There is a focus on the needs of and cycle safety, child car seat safety, young initiatives to support further take up of electric to this, there are also a number of ‘observer’ pedestrians, cyclists, equestrians and motorcyclists, drivers, motorcycle training and older road users, bikes. cities such as Guangzhou (China) and Bogota as well as children and older people, who are most will also continue. Casualty data will be assessed, The REPLICATE project – looking at how smart (Columbia). likely to be killed or seriously injured in collisions. and a focus will be put on areas where there is an technology could be used to enable greater Road safety is considered at all stages of the design identified need or target group where skills can be sustainable mobility – is trialing a connected process for transport and highway schemes, from improved. network of electric bicycles and electric cars in concept to construction. We will review the programme of road safety Bristol, following the introduction of a similar We will carry out road safety audits of schemes in education delivery, updating our approach with scheme in Exeter. Exeter saw the first on-street, accordance with the most up to date policies, and emerging best practice and seeking alternative city wide, public hire electric bike network in the design schemes in a way that take account of local ways to fund this critical skill provision. UK and the first with a common smartcard for and national policies and best practice. electric bikes and car club cars. Bristol is looking to pilot similar opportunities through the REPLICATE project.

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We will continue to work in partnership with Avon and Somerset Police, Avon Fire and Rescue and other partners, including those developing new Case study: Bikeability Case study: Safe Systems Case study: Highways vehicle fleet – technology, to build safer communities. Bikeability is the ‘cycling proficiency’ test Road Safety Plan, Bristol road safety systems analysis for the 21st century, designed to give the In 2015, Bristol City Council published its Fleet cars and vehicles used by car clubs can have North Somerset Council’s highway vehicle next generation the skills and confidence to Safe Systems Road Safety Plan. The plan an occupational road risk around them. Support fleet, consisting of approximately 50% petrol/ ride their bikes on today’s roads. Training is demonstrated that poorer communities are will be given to disseminate best practice and diesel vehicles and 50% electric vehicles, organised through schools and available to at disproportionate risk of injury on roads, minimise and manage risks associated with this are all fitted with equipment to improve the other residents through subsidised sessions with children being up to six times more type of car use, by working in partnership with safety of officers driving the vehicles and provided by local authorities or other likely than children from the wealthiest providers. other users of the highway. providers. communities to be impacted. Efforts were We will work with fleet car and car club providers, Each vehicle is connected to a braking and focused on reducing injuries within poorer Bikeability offers three levels: Level 1 is in a to identify and implement processes that acceleration monitoring system, which can communities, including lower traffic speeds protected environment, Level 2 on street with maximise the safety of users. be viewed retrospectively in the vehicle and targeted traffic-law enforcement. Level 3 exposing cyclists to more challenging booking management system. When braking roads and traffic situations. Working with the Police, other services and or acceleration is deemed to be close to or communities is important in delivering multi- outside of set safety parameters, then the Since 2011, the West of England authorities faceted interventions to reduce both the risk vehicle driver will be alerted and be urged have delivered in excess of 55,000 adult and of road traffic injury and the fear of injury. to amend their driving behaviours to fall children Bikeability training sessions. Educational work to support safe routes to within the parameters, or otherwise receive schools is being enhanced. On-going work mandatory re-training to improve their safety Work in partnership to build safer communities to improve air quality in the city will include ratings. information to the public e.g. about in-car air Forward-facing dashboard cameras are Political commitment, public support, cooperation quality and other health issues. also fitted in each vehicle, recording every across partners and coordination are essential movement on the highway in view. Footage ingredients in building safer communities. The term from these cameras are used when an ‘Safe System’ represents the current best practice The knowledge and experience of Avon and incident or close shave occurs on the strategic thinking in road safety. This approach to Somerset Police, Avon Fire and Rescue and highway, with driver performance (or that of road traffic injury prevention means addressing the other partners will continue to be used to deliver other vehicles and highway users) analysed unsafe behaviours of drink-driving, distraction (e.g. speed management systems to support casualty to improve behaviours to avoid future similar texting), and speeding, which have become part of reduction and improve quality of life where there is occurrences. the culture for many, and contribute towards deaths evidence of speeding. Measures include: and injuries, as well as fear among pedestrians and l Interactive speed reminder signs This post-driving trip analysis allows users to cycle users. These behaviours can reduce the use drive the highway vehicles in the safest way of active modes of travel, transferring them to car l Community speed watch possible, to improve road safety on the North use e.g. for the school journey. Somerset highway. l Mobile speed enforcement As technology continues to evolve, work will be required with developers to ensure advances, such as driverless vehicles, are not permitted on our roads without appropriate safety measures being taken. We also support the use of black boxes and cameras on vehicles, in appropriate circumstances, to maximise safety.

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L3. Encourage residents and employees developers of new homes, enabling us to influence Travel plans will continue to be secured for new We will continue our active engagement with to make more sustainable and healthier the quality and consistency of engagement with developments through the development control pupils and staff to promote road safety and active travel choices residents as they move home. process, and we are developing guidance to travel. improve the quality of Travel Plans submitted. Personalised Travel Planning (PTP) provides Travel plan S106 contributions are a regular We will continue to engage with primary and Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusiveSupport growth economicsustainableand (EG) inclusiveSupport growth and sustainableeconomic inclusive (EG)£ or growth gr economicandaph inclusive of(EG) arrows growth£ or economic grincreasingaph (EG) of arrowsgrowth£ or gr increasingaph(EG) of£ arrowsor graph increasing of arrows£ or gr aphincreasing of arrows increasing Enable equality Enableand improve equality accessibilityEnable and improve equality (EAEnable accessibility) and equality improveEnable (EAand accessibility) improve equality accessibilityequal and(EA )improve sign or (EA openaccessibilityequal) door sign (EAor open)equal door sign orequal open sign door or openequal door sign or open door people with the information, advice and motivation secondary schools to deliver a combination of Address poor airAddress quality poorand take airAddress quality action poor againstandAddress airtake quality climate action poor and Addressairagainstchange takequality (CC)action climatepoor and air againsttakethermometer/cloud change quality action climate (CC) and against take changethermometer/cloud action climate (CC) against changethermometer/cloud climate (CC) changethermometer/cloud (CC) thermometer/cloud ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety toContribute wellbeing,better and contributes security health, to safety better wellbeing,(H) and health, security safety wellbeing,heart (H and) security safety heartand (H) securitytowards (Hheart) heart heartthe delivery feature of a very high proportion of approved Contribute to better health, wellbeing, safety and security (H) Create better placesCreate (BP) better placesCreate (BP) betterCreate places better (BP) places (BP) google pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ googletree/sunshine pin/ tree/sunshine of the followingCreate better objectives places (BP) and outcomes:google pin/ tree/sunshine they need to walk, cycle and use public transport development sites. skills training (including pedestrian training more often. It can break down the perceived and Bikeability), incentives and route planning barriers to using sustainable transport and We will enforce required contributions and explore sessions. provide attractive and reliable information on the the possibility of new supplementary planning 1-3 4,5 1-3 1 2-4 alternatives. documents (SPD) to secure the necessary resources. We will target travel planning engagement with The main interventions that will support the citizens who are at a transition point in their life We will continue to agree S106 funding from Case Study: Modeshift Stars and who are making new journeys before travel developers towards effective and lasting travel delivery of the policy, are: All West of England Authorities support habits have been established. planning and developing supplementary planning school travel planning by encouraging l Support travel planning with developers, documents, if required, to ensure appropriate schools to adopt the Modeshift Stars scheme. education providers and individuals We will continue to provide PTP at events and on funds are received. the doorstep, as part of a package of measures This is an award scheme established to l Support travel planning with businesses and to support and encourage active travel and mode We will support developers in the production, recognise schools that have demonstrated employment sites shift. delivery and monitoring of travel plans, if excellence in supporting active and required, and secure the contribution of further sustainable travel. It allows schools to l Encourage mode shift through grants, incentives funds for transport improvements if mode share identify travel and transport issues and helps and rewards targets are not met. them to respond to them. It provides the l necessary categories to create a national Maximise awareness of sustainable and active We are continuing our work with schools to travel choices and the benefits these bring standard travel plan, which is accessible encourage children living within walking and online. Case Study: Travel information cycling distance to choose these modes of travel to Support travel planning with developers, guides and personalised travel school. In particular, we target young people at the The following numbers of primary school education providers and individuals planning services transition point between primary and secondary children and staff in North Somerset have school, providing them with the skills to use active been involved in the following Modeshift We know that encouraging the use of walking Through a combination of the Access West modes to travel to their new school. By working Stars initiatives between 2012 and 2017: and cycling at ‘transition points’, when people are programme and Section 106 funding from with schools to develop travel plans for staff and Air Quality (1,430); Cycling (601); Public making a change in their lives such as moving developers, South Gloucestershire have been children, the safe use of active modes will be Transportation (1,604); Road Safety & house, is likely to have a more lasting impact than developing site specific travel information encouraged. Instilling these behaviours at a young Training (4,845); Walking (7,003). proposing a change when routines are established. packs for residents when moving into a age means they are more likely to remain into Walking and cycling infrastructure is required new development. The packs include travel In 2019 Bathampton Primary School became adult life. when new facilities are opened, and needs to be information guides showing the sustainable the first school within Bath and North East supported with information to promote and inform transport options available in the local area, Education and training for school aged children Somerset to be presented with a gold award potential users of door-to-door travel options from offers of support to try new ways of traveling will make active travel safer and teach the benefits for reducing car journeys. when they arrive. such as loan bikes and/or bus tickets, as well of walking, cycling and scooting. We are currently Engagement by schools with the Modeshift as a range of travel leaflets and incentives. supporting schools in communicating the impact of With the level of growth planned in the West of STARS scheme has continued to grow poor air quality, by monitoring NO2 at 50 schools in England, engaging with residents when they move The packs are assembled on the doorstep as throughout 2018, 2019 and 2020. Bristol. home will be a real opportunity to have an impact a personalised travel planning service, so are on future travel behaviour. We are increasingly tailored to residents’ specific needs. delivering residential travel planning on behalf of

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Evidence suggests that when employers have a travel plan in place, single occupancy car trips could be reduced by between 4% and 18%. This Case Study: Travel to Work Survey Case Study: School Travel – Case study: North Bristol SusCom range is dependent on the intensity of measures to Access Fund North Bristol SusCom is a group of leading Since 2011 South Gloucestershire has encourage the use of sustainable transport modes, employers working together to reduce undertaken an annual survey of commuting The Access Fund is being used to work with as well as external ‘push factors’, such as localised congestion and support the development patterns, with Bristol City Council joining in schools from March 2017 until March 2020 to congestion. 2014, and B&NES and North Somerset from increase rates of active travel, focussing on of a fully integrated, sustainable transport 2016. All organisations with more than 30 increasing pupil walking rates by 10%. We actively promote a flexible working culture. This network for North Bristol. They know that staff are invited to participate, and receive a includes encouraging employers to offer greater combatting traffic congestion, and increasing detailed report showing their unique travel Bristol City Council have identified schools flexibility in working hours, allowing employees to the viability of walking, cycling and public patterns to support continued engagement and recruited ‘Active Travel Champion’ staff travel into the office out of peak times, resulting in transport, is vital for the long-term prosperity and influence staff travel. members in each one. The team have worked less of a ‘peak’ on the transport network. We also of our businesses and the health and well- intensively with schools to implement the encourage reducing the need to travel, by allowing being of our staff. On a sub-regional level, this data has shown ‘WOW Walk to School Challenge’, involving employees to work from home. a downward trend for commuting by single pupils tracking their travel daily on an app, SUSCOM lead by example, taking a co- car occupancy, with accompanying increases and earning badges for travelling actively Work will continue with both existing businesses ordinated approach to managing traffic in all sustainable modes of travel, including each month. The team have also run a and those that are moving into the area or to new impact and supporting 40,000+ staff and walk, cycle, bus and train. This data forms range of engagement activities, ranging development sites to gain a full understanding of 30,000 students to reduce the number of part of an independent evaluation of the from educational classroom sessions and their transport needs. This requires an appreciation short car journeys made. North Bristol many measures undertaken to support assemblies, to scooter training, ‘Car Free of both employee travel needs, as well as those SusCom encourages car sharing, walking, sustainable transport in the West of England. Days’ and ‘Park and Stride Events’. required for operating the business e.g. deliveries. cycling, bus and rail as preferred ways Together with a comments report, this is For new employment development sites, we to travel to work and around the area on used by the authorities to identify key areas During Year 1 of the Access Project, 57 recognise the need to offer a range of travel business. They also support home working, of improvement in their transport systems. Schools were engaged and 373 engagement options to enable more people to use sustainable and if journeys need to be undertaken by activities were delivered. Engagement modes of travel. car, electric vehicles and car sharing are Participation in the survey has increased year is resulting in an increase in active promoted. on year up to 2017, when more than 21,000 travel trips to school, including walking, We will work with those developing economic and people took part. scooting and park & stride. The aim is to land use policies, to provide a joined-up approach continue recruiting new schools, alongside between economic and transport planners. Encourage mode shift through grants, engagement with existing schools, to ensure We will continue to tailor our engagement with incentives and rewards Support travel planning with businesses and active travel is embedded in each schools’ businesses according to their motivations and employment sites ethos, and walking, scooting & cycling rates Match-funded employer grants, which originally site-specific issues, in addition to promoting continue to rise. started under the Local Sustainable Transport We recognise sustainable economic growth flexible working hours and reducing the need to Fund, will continue to be offered via the Access relies on an efficient and reliable sustainable travel, by home working. WEST Fund. Employers can apply for a match transport network. Business needs can vary We are actively engaging with over 600 businesses funded grant to implement infrastructure on their greatly, depending on type of work and location. We will encourage areas to build upon the to deliver a range of initiatives that encourage site to facilitate and promote sustainable modes. Working in partnership with businesses, and example set by North Bristol SusCom, developing sustainable commuting. We are providing advice Examples include cycle storage facilities, Real Time ideally having a single point of contact in an best practice, sharing ideas and giving businesses to support the uptake of more active modes of Information screens within their premises and the organization in the form of a ‘travel champion’ a voice. travel and promoting the benefits of this, including marking and signing of bespoke car-share spaces enables an understanding to be gained of needs the resulting reduction in absenteeism through a We will continue to take part in sustainable travel within their premises. and site-specific issues. Measures, interventions healthier workforce and improved staff retention. forums for businesses and organisations, giving and ongoing support can then be tailored to their It is important to incentivise and reward individuals This can help solve car parking issues, for those them a voice to influence and shape transport motivations, supporting their sustainable economic to reinforce positive travel choices. The annual who have no alternative but to travel by car. policy and investment within the region. growth. travel challenge will continue and there is an aim

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Section 8: Local connectivity continued to increase the number of participants who are We will seek advice from our partners, including We will use events, including those run by other motivated and encouraged to change their travel Living Streets, Sustrans and the NHS, to sectors, to maximise awareness of active travel behaviour for a given period for a potential reward. Case Study: GKN match funded grant understand the key drivers for successful media and associated benefits. The success of businesses who have implemented campaigns. sustainable transport initiatives will be celebrated, Based in Filton, employer GKN employs The travelwest website (www.travelwest.info) is by hosting sustainable travel awards, where 2500 people. With match funding grant from It is important to consider patient’s the one stop shop for all travel information, which accreditations for travel plans will also be Access WEST GKN installed 3 heavy duty access to healthcare through a range prioritises walking, cycling and public transport presented. bicycle maintenance stands with tools and of transport options. We are aware options in the search results. This will continue to an E-Bike charging locker. The maintenance that the provision of hospital services be promoted as a journey planner, alongside the We will continue to offer grants, incentives, stands are so well used that a further 3 is changing with an increase in people Better by Bike website, as the dedicated portal rewards and awards to businesses and are due to be installed in the coming year. travelling from a wider catchment to for cycling information, providing practical advice, individuals, to encourage the use of non-car GKN are looking to revise the Bike to Work hospitals in Bristol and outside the downloadable maps and information about routes modes of travel, building and refreshing schemes scheme to increase the limit from £1,000 to West of England. and events. based on best practice. enable employees to invest in E-Bikes. We will work in partnership with the Clinical The travelwest website and journey planner Commissioning Groups in the West of England will continue to be developed, maintained and Maximise awareness of sustainable and active and refresh trip planners and other digital tools to help plan transport to best enable people to promoted to support sustainable travel choices. travel choices and the benefits these bring to keep abreast of advances, not just reacting to access healthcare services sustainably wherever The most fundamental issue in behaviour change them. possible. is increasing people’s motivation to change their A major media/information campaign will be We will use social marketing to maximise the existing thinking or habits. Traditional policies undertaken using local radio and social media, to reach of information campaigns to influence travel that are proven to be most effective at reducing inform the public about their travel choices and the choice, building on best practice and experience congestion such as demand management tools are impact of these choices. Advice will be sought from from other sectors. often expensive and unpopular even though they our partners on how bad news messages, such as will generate revenue to reinvest in alternatives. Information and events will continue to be provided the harm caused to the environment by driving, for West of England residents, ensuring active can be delivered in a way to grab people’s attention An alternative is to put in place measures that modes of travel are at the forefront of their minds and encourage them to consider more sustainable encourage individuals towards making more when choosing how to travel. Area wide events, travel modes. environmentally beneficial decisions around such as Bath Cyclefest, which was shortlisted for how they choose to travel. Such interventions This social marketing will increase awareness a Modeshift award for a Community Sustainable can provide credible and cheaper alternatives to about the role everyone must play in making the Travel Initiative in 2017, will be used to motivate traditional price or supply side interventions. In West of England a better place to live, work and and engage with communities. Work with other particular, carefully considering what and how the visit. service providers and organisations who engage various transport options are made available and with communities will continue, enabling us how information and incentives are presented to to ‘piggy back’ on their events, such as health individuals can help ensure that the more healthy campaigns. This provides an opportunity to gain and sustainable transport options become the opinions and insights from people who would not preferred options. normally attend a transport event. Additional engagement needs to include a comprehensive range of high-level promotion, self-select information and services, personalised services and advice, social marketing and opportunities to participate to maximise delivery of effective change. We need to continue to develop

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L4. Support opportunities for all sectors of Limited opportunities, combined with a lack of operating costs and lower revenues. This can often the population to access the services they affordable housing, is contributing to some young result in rural areas having a limited and heavily require, wherever they live people moving away from rural communities. subsidised public transport service. Case study: Wheels to Work The cost and low availability of public transport Other groups that often report becoming isolated in the West of England £ or graph of arrows£ or grincreasingaph of arrows increasing SupportSupport sustainable sustainableSupport andSupport sustainableinclusive and sustainable inclusive economic and economicinclusive and growth inclusive economicgrowth (EG) economic (EG) growth growth (EG) (EG)£ or graph of arrows£ or gr increasingaph of arrows increasing in rural areas is a significant challenge for young equal sign or openequal door sign or open door EnableEnable equality equality Enableand improveEnable and equality improve equality accessibility and accessibility improve and improve (EA accessibility) (EA accessibility) (EA) (EA) equal sign or openequal door sign or open door thermometer/cloudthermometer/cloud AddressAddress poor air poorAddress quality airAddress quality poorand takepoorair and quality action airtake quality action againstand take and against climate actiontake climateaction againstchange against change (CC)climate climate (CC) change changethermometer/cloud (CC) (CC) thermometer/cloud include parents without a car, people out of The Wheels to Work West project, part of the ContributeThisContribute to betterContribute to better health, policy health, to wellbeing, better wellbeing, health, safety wellbeing, safety and contributes security and safety security (H) and (H security) heart (H)heart heart hearttowards the delivery Contribute to better health, wellbeing, safety and security (H) CreateCreate better better placesCreate places (BP) better (BP) places (BP) googlegoogle pin/ tree/sunshine pin/google tree/sunshinegoogle pin/ tree/sunshinepin/ tree/sunshine people and can act as a barrier to their progress Create better places (BP) of the following objectives and outcomes: into employment. For many of these young people, work, the long term ill, carers and people with DfT funded Access WEST programme, spans having a driving licence and being able to afford a disabilities and non-visible disabilities and the West of England. The project provides car is essential, but may be considered as ‘forced conditions, including mental health issues. There support for those in need to travel to job and is a growing elderly rural population who find training course interviews, new roles, job 3 2-5 2,3 1,4 car-ownership’ given the lack of choice. Insurance costs can be prohibitive, and there is a real risk themselves isolated and having to rely on family placements and voluntary positions, with the that other basic household budgets are cut to own and neighbours to help them. Improvements in aim of promoting greater access to work and and run a motor vehicle. accessibility are required to help older people skills. The main interventions that will support the maintain their access needs and reduce the need to The scheme encourages cycling through delivery of the policy, are: The consequences are reflected in the social and drive in old age. economic structure of rural areas, with some job- the provision of loan bikes and discounted l Support those without a private car, who need to seeking younger people needing to move away, We will work with our partner organisations to bike sales, and public transport through the travel, in accessing the services they require and local jobs largely being taken by people with assess whether people are able to reach key provision of First Bus m-tickets (day, week services and activities safely, reliably, affordably and month tickets) and paper Avon Rider l access to private transport. In the long-term, this Promote the role of technology in accessing and with relative ease by public transport and tickets – which can be used for a variety services and employment can impact on the demographic structure of rural communities. produce an action plan to identify how to improve of different bus operators. In addition, l Support the role of taxis and private hire any existing gaps in provision, to enhance participants can access a range of other vehicles It is not only young and older people who struggle accessibility. offers including adult cycle training and with poor connectivity in rural areas. A lack dedicated travel advice to help them plan l Support the role of demand responsive and of safe footways, cycle provision and crossing To retain accessibility to key services in less their journey to a place of work, volunteering community transport points connecting people and local services act populated areas, we will work with service or training. as a barrier not only to safety and active travel, providers and other partners, including the The four authorities work closely with a Support those without a private car, who but also to mental health and productivity. As a voluntary sector, to investigate options that change the way services are delivered, such as range of partner organisations across the need to travel, in accessing the services they result, people in rural areas often have little choice providing multi-service hubs, and other innovative public, private and third sector to deliver require but to use their private cars. This has financial implications for those who would prefer not to and cost-effective measures. the Wheels to Work West project including: Poor accessibility is most commonly associated drive and environmental implications for air quality Department for Work and Pensions Job with more rural areas, which are sparsely and carbon emissions. Centre Plus, SGS College, Weston College, populated and have limited services. However, Southern Brooks, Alliance Homes, Sovereign ensuring access to goods, services and information Transport can be a significant factor in the Housing, Creative Youth Network, Curo, in urban areas is equally important. Congestion, exclusion and isolation of many low-income Julian House, LifeCycle UK amongst others, combined with an already well used public families and act as a barrier to the take up of with new partners added on a regular basis. employment, education and lead to missed transport network and rising costs of transport The overall target for the Wheels to Work services, can impact on opportunities available to health appointments. For some households the costs associated with owning and running a car West project is to provide benefit to 5000 populations in towns and cities across the West of people seeking work, skills or training across England. are prohibitively high, making them dependent on public transport for longer journeys. Lower the West of England region by the end of Young people in rural areas can have difficulties population densities in rural areas mean that bus March 2020. accessing further education, training, employment, routes tend to be longer, serving fewer potential evening entertainment, advice and other services. passengers along the route, leading to higher As a result, they can find themselves isolated.

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those who are unable to travel to work, to access We will work with taxi operators to review employment without the need to travel. charging policies, ensuring taxis are fair, competitive and accessible for all. Case study: Total Transport We will work with the Government and internet North Somerset Council was awarded funding transport (public transport, home-to-school service providers to encourage them to increase We will work to ensure the provision of adequate from the Department for Transport for a Total transport, community transport and non- existing levels of investment in broadband, 4G, centralised taxi waiting and drop off facilities Transport project to run between April 2015 and emergency patient transport) in the Chew 5G, and any other emerging internet access in city and town centres, and work with taxi April 2017. The aim was to review passenger Valley area could be better integrated to get technologies, in all areas of the West of England. operators to ensure that services are available to transport provision and develop a proposal for a more coordinated and efficient network and all as an alternative to the private car. implementing service integration. Numerous better connect people with the facilities they We recognise that although access to the internet proposals were identified, including: using rail need. Recommendations were made on how is now readily available in most areas, some The emergence of on-demand taxi services, such to transport students from Yatton to Backwell existing passenger transport provision could sectors of the population do not have the skills to as Uber, illustrates how traditional taxi provision School, combining community meals with home be improved, but implementation would have be able to benefit or consume services in this way. may be unappealing to some segments of the to school taxi routes, and integrating home to imposed an unacceptable cost burden. Training is needed for those who own, but are not population, as more demand responsive transport school transport with local bus services. confident using, computers and smart phones. becomes increasingly popular. Mobile phone and South Gloucestershire Council used the web communications are enabling individuals to To deliver these changes, a new Integrated Total Transport Fund to help understand Training and internet accessibility is key for link with cars for specific journeys, providing a Transport Unit (ITU) was created in January the challenges and issues facing access to understanding information about journey options, reliable and affordable alternative to traditional taxi 2017, bringing together staff delivering public health services particularly from rural areas. such as distance, cost, time, energy used; or bus use. transport, community transport, home to school The baseline data identified there was some checking timetables; accessing journey apps; and transport and fleet management, directed by the duplication of transport provided by community for purchasing slightly cheaper bus tickets and Shared taxis can bolster existing public transport Transport Commissioning Board. This provides transport and the potential to make more of other tickets conveniently. The wider benefits this provision during busy periods such as the morning a strategic overview of transport commissioning ‘spare’ capacity (empty seats). A feasibility study will bring to the West of England should not be and evening peak hours, filling gaps in the public across the council. Medium-term financial plan was undertaken to explore options to improve underestimated. transport network by serving remote locations that savings of £600,000 were initially identified over the efficiency of community transport and make are currently not served by public transport. By We will work with skills providers to ensure encouraging the use of electric vehicles as part of three years. So far, £60,000 of savings were greater use of spare capacity. The proposal training is available for those who would like to delivered in 2017/18, and £291,000 savings have was to provide a shared software membership/ taxi fleets, taxis can not only contribute to removing access services on the internet, so they can gain traffic from our roads and reducing congestion, but been declared for 2018/19. booking system, dedicated shared webpage and the skills and confidence to do so. possibly a dedicated helpline. Unfortunately, also improve air quality. B&NES Council was also awarded Total no follow-on funding was available, so the Support the role of taxis and private hire We will continue to support the introduction of Transport Fund funding in 2015. B&NES used proposals have not been taken any further. the funding to consider how passenger vehicles shared use taxi schemes that support the local bus network and provide flexible attractive Taxis and private hire vehicles have a role to play alternatives to those who would otherwise drive. Promote the role of technology in accessing a profound impact on the way in which we now in providing accessibility to different sectors of On-demand services, which may be through a services and employment choose to consume our goods and services. the population. They can be cheaper than car ownership and play a role as part of a longer- shared, cross-region, multi-operator system or Access to the internet can be an alternative to Whilst broadband services are now available journey using public transport, for example by application, could assist local operators in keeping making a journey. The past decade has seen across the West of England, there is widespread providing links to and from rail stations, as well as up with technological advancements and continue considerable and widespread changes in the variation in the quality and speed of broadband some complex home-to-school transport journeys. to remain competitive, enabling local economic availability and use of the internet to access goods services, with generally lower speeds in rural Taxis and private hire vehicles provide a necessary growth. A shared system could involve journey and services. The Broadband Delivery UK project areas. We recognise that improved broadband service to those who are physically unable to options from existing on-demand services such as has provided universal access to basic broadband, coverage will help facilitate greater home working access public transport and require a door-to-door Uber, to provide a fair and competitive, accessible which has revolutionised quality of life and meant and relieve pressures on the transport network, service. system across the West of England. This would people can now access almost any goods and particularly by avoiding the need to make journeys enable users to choose the fastest and cheapest services without the need to travel. It has had during peak periods. Homeworking can also allow taxi services for their desired journeys.

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We will continue to work with local taxi operators is also a role for such services in providing the L5. Support the identification and to encourage them to look at adopting on-demand first and last mile journeys for tourists who are implementation of measures that will services through smartphone technology. visiting the fantastic cultural offer of our historic Case Study: Felton and Winford improve air quality market and seaside towns and villages, as well Community Bus as the stunning natural environment in the West Support the role of demand responsive and Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusiveSupport growth economicsustainableand (EG) inclusiveSupport growth and sustainableeconomic inclusive (EG)£ or growth gr economicandaph inclusive of(EG) arrows growth£ or economic grincreasingaph (EG) of arrowsgrowth£ or gr increasingaph(EG) of£ arrowsor graph increasing of arrows£ or gr aphincreasing of arrows increasing In 2015, the villages of Felton and Winford Enable equality Enableand improve equality accessibilityEnable and improve equality (EAEnable accessibility) and equality improveEnable (EAand accessibility) improve equality accessibilityequal and(EA )improve sign or (EA openaccessibilityequal) door sign (EAor open)equal door sign orequal open sign door or openequal door sign or open door Address poor airAddress quality poorand take airAddress quality action poor againstandAddress airtake quality climate action poor and Addressairagainstchange takequality (CC)action climatepoor and air againsttakethermometer/cloud change quality action climate (CC) and against take changethermometer/cloud action climate (CC) against changethermometer/cloud climate (CC) changethermometer/cloud (CC) thermometer/cloud of England. Dwindling commercially operated bus ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety toContribute wellbeing,better and contributes security health, to safety better wellbeing,(H) and health, security safety wellbeing,heart (H and) security safety heartand (H) securitytowards (Hheart) heart heartthe delivery Contribute to better health, wellbeing, safety and security (H) community transport Create better placesCreate (BP) better placesCreate (BP) betterCreate places better (BP) Createplaces (BP)better placesgoogle (BP) pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ googletree/sunshine pin/ tree/sunshinegoogle pin/ tree/sunshine services are leaving a lack of access between the were left without public transport when the of the following objectives and outcomes: Community transport encompasses a range major public transport corridors and the villages, local bus operator withdrew services. With of transport services - such as dial-a-rides, towns and rural areas situated away from these declining revenue support budgets, contract community-owned buses, group minibus hire prices to operate a replacement service main transport services. 6 5,6 1-5 1 1-4 schemes and voluntary car scheme – that were unaffordable. Low passenger numbers supplement commercial public transport services. Another well-established form of demand- and the rural nature of the area were not Most community transport is demand-responsive responsive transport is a shared taxi scheme, attractive to commercial operators. under which travel in specific areas can be The main interventions that will support the and offers door-to-door transport for members of As an alternative, North Somerset Council the schemes. It relies heavily on volunteers and coordinated and tailored more to specific needs delivery of the policy, are: than is possible with a fixed bus route. The growth commissioned a community bus service, is predominantly focussed on local communities. working with the parish council and a local l Support ongoing work to manage the impact of Most schemes were set up as local initiatives to in app-based taxi booking creates tremendous opportunities for expanding the role of shared taxi community transport operator. The service transport on air quality and climate change meet local transport needs. operated with a minibus, which was sufficient services in urban and rural areas - although trials l Support ongoing work on Clear Air Zones and to cater for the passenger numbers in the There is no statutory duty on local authorities so far have not generated the volume necessary the UK extensions Air Quality Plan to support community transport, but it is widely for a sustainable commercial operation. area and suitable for navigating rural roads. recognised that the sector plays a vital role in Felton and Winford are close to Bristol l Support work on Zero and Low Emission helping people to live independently and play We will continue to support and encourage Airport, so the service operated to and from Vehicles an active part in community life – particularly community and demand responsive transport the airport only. This enabled passengers those who find it difficult to access mainstream schemes, working with providers and the to access the high-frequency Airport Flyer Support ongoing work to manage the impact of voluntary sector to improve information and service into Bristol city centre, and other public transport. Local authorities provide transport on air quality and climate change guidance, assistance and funding to schemes, but facilities, and to coordinate service provision. local bus services. Subject to funding, we will support new initiatives Poor air quality has significant impacts on human administration and service delivery are carried The community bus began operation in that make use of emerging technologies to health, which risks holding back economic growth out by the schemes themselves. Local and central August 2015 and, with a dedicated driver develop community and demand-responsive due to the impacts of poor health on productivity. Government make grants available occasionally for and vehicle, quickly became part of the local transport. It is damaging the natural environment and new vehicles – subject to State Aid rules. community. Local residents took ownership negatively impacts on the prosperity, quality and of the service, promoting it locally by word- In addition, community-owned buses can operate perceived quality of the region. There is increasing of-mouth. The service operated for almost scheduled bus services within the scope of public recognition that air pollution is associated three years, until May 2018, when developer regulations that protect commercial operations. with adverse health impacts throughout the human funding from Bristol Airport saw the return life cycle, contributing to heart disease, stroke, Community transport operations in rural areas of a local bus service to the area. At this chronic obstructive pulmonary disease and lung are faced with the same dilemma that rural bus point, the community bus and driver were cancer. Particulates are known to have negative operators face, i.e. the sparsity of population and redeployed to another community in need health impacts, even at very low concentrations. dispersed nature of settlements give rise to higher (Worlebury area in Weston-super-Mare). operating costs and lower revenue than urban operations. Community transport will play an increasingly important role in filling a gap for commuters, as well as for social/mobility needs. However, there

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Levels of nitrogen dioxide (NO2) have started to meets the needs of their communities and local l Bristol City Council and South Gloucestershire fall in recent years. However, despite cleaner new businesses. This will include Clean Air Zones Council successfully bid for around £5m funding vehicles replacing older ones, the contribution from (CAZ) which are defined geographic areas where from government. Through a partnership with Case study: Tour buses in Bath road vehicles has fallen at a lower rate due to an targeted action is taken to improve air quality, First Bus, this funding helped to unlock more increased share of diesel vehicles. Although the Tour bus services in Bath carry up to 3,000 deliver health benefits, and support economic than £30 million investment, when match- average emissions per vehicle is much higher for passengers per day at busy times. Prior to growth. Clean Air Zones may include both non- funding was taken into account. This enabled the heavy goods vehicles and buses, the high number 2005, Bath had four open top bus operators charging and charging measures. Businesses cases introduction of 110 new gas-powered buses into of diesel passenger and light goods vehicles on the running tours in the city and there was a are under development and will be submitted to the sub-regional fleet. road means that these are the biggest contributors demonstrable impact on the quality of life for central Government to propose options to achieve l to overall pollution. residents and visitors alike. The low costs of the required standards within the shortest possible Bristol City Council in partnership with First Bus entry into the market and high rewards led to time. is in the process of trialing two hybrid electric Air pollution levels in parts of Bristol, B&NES a situation of over-supply. Following a Public buses that automatically switch to electric mode and South Gloucestershire continue to exceed Inquiry held by the Traffic Commissioner, A decision on Clean Air Zone proposals will be taken when entering an Air Quality Management Area. Government standards for NO2. Consequently, Traffic Regulation Conditions were introduced by each local authority and the Government’s Joint l Bristol City Council received Early Measures central Bath, Keynsham, Saltford, central Bristol, which strictly regulated open top tour buses Air Quality Unit, upon completion of business cases. funding from the Clean Air Fund for £1.1m to Kingswood and Staple Hill have active Air Quality in Bath. These have been highly successful We will support ongoing work in the development improve cycle accessibility in South Bristol and Action Plans. Air Quality Management Areas have in reducing the detrimental impacts of the of CAZs. support taxi operators to move to low emission also recently been declared at Temple Cloud and services. Long-term investment by Bath vehicles. Farrington Gurney on the A37. Bus Co, with assistance from the DfT and Measures currently underway to improve air quality supported by B&NES, has resulted in a fleet We will support the preparation of Air Quality and climate change include: of low emission vehicles being operated in Action Plans and delivery of specific measures l Bath. This makes a positive impact on air The Clean Vehicle Technology Fund provided identified to improve air quality. quality in the city, when compared to the funding to retrofit 42 Euro V classification Tour buses, often open top, operate in Bristol and alternative of visitors seeing sites by car or buses with Thermal Management Technology Bath. They operate as registered bus services coach. to improve their environmental performance, to a fixed timetable and form part of the ‘visitor whilst the Clean Bus Fund provided £0.5 million experience’, making a positive contribution to the funding to retrofit 35 of the sub-region’s most local economy. However, these services need to be Support ongoing work on Clean Air Zones and polluting bus services with selective catalytic regulated to minimise any detrimental impacts such the UK Air Quality Plan reduction technology to improve their rating to Euro V and Euro VI standard. In 2018, Bristol as exhaust pollution, noise pollution, road dangers, To improve air quality, the Government has unnecessary traffic congestion and visual intrusion. City Council, South Gloucestershire and B&NES requested councils across England – including were successful in a £2.2m bid to Government to We will work with tour bus operators to develop an B&NES, Bristol City and South Gloucestershire retrofit a further 81 Euro IV and Euro V buses, to upgrade plan to operate ultra-low or zero emission – to achieve compliance with NO2 limits ‘in the bring them to Euro VI standard. vehicles in city centres. shortest possible time’. This is part of the UK Air Quality Plan. There are hotspots in Bath, Bristol Most recently, Bristol City Council and Bath and In addition to NO2 emissions, road transport is and South Gloucestershire where concentrations North East Somerset Council secured £2.48 one of the largest sources of carbon dioxide (CO2) of NO2 (caused by vehicle emissions) exceed the million from the DfT to help retrofit 166 buses emissions, which contributes to climate change. acceptable national and European limit of 40μg/m3. on routes into Bristol and Bath, reducing the Although progress has been made in reducing amount of nitrogen dioxide and other pollutants overall emissions since the last Local Transport Although most of the schemes in the JLTP4 will by up to 94%. Plan was prepared, the share of emissions from have positive impacts on air quality, the local l transport has increased in the West of England. authorities are also responsible for developing B&NES successfully received funding through Further action is needed to meet the West of innovative Clean Air Plans that will achieve the Green Bus Fund in 2012 to replace the England’s aim to be carbon neutral by 2030. statutory NO2 limit values in a way that best existing Park & Ride buses in Bath with less polluting hybrid buses.

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l Maximise CO2 reductions from the transition Clean Air Zones to ULEVs, by promoting ULEVs to run on The Government defines a Clean Air Zone vehicles and taxis, as well as heavy goods Case study: Electric vehicle funding renewable energy and to act as batteries for (CAZ) as an area where targeted action is vehicles, light goods vehicles and cars. and metrobus ULEV buses the electricity grid, helping to match energy supply from renewables with energy demand required to improve air quality. Resources are The Office for Low Emission Vehicles (OLEV) prioritised and coordinated to shape the urban CAZs will be supported by complementary measures to encourage more active and awarded £7million of funding over 5 years to l Through changes to existing parking standards environment in a way that delivers improved promote the uptake of electric vehicles (EVs) include a requirement for new developments health benefits and supports economic growth. sustainable travel and accelerate improvements in vehicle fleets. This could include better bus across the region, following our Go Ultra Low to provide greater levels of electric vehicle In the designated CAZ area, measures to priority, bus stop facilities and live information, West bid. As a result, EV purchases in the charging infrastructure for residential, reduce vehicle emissions and cut pollution more secure cycle parking, electric cycle hire, region will rise to 5,000 new registrations per commercial and industrial developments may be introduced, with the aim of improving and new or improved cycling and walking year by 2020. everybody’s health. CAZs may include charging routes. Tackling air pollution in Bath and North East Somerset The metrobus project will see over 50 new and/or access restrictions on vehicles to limit ULEV buses brought into service within the most polluting vehicles using certain roads the West of England. The gas-powered Case study: Weston-super-Mare at certain times. The most polluting vehicles vehicles will be modern, low emission and Town Centre Regeneration Supplementary may include some buses, coaches, private hire A Clean Air Zone for Bath expected to reduce carbon emissions and fuel Planning Document (SPD) consumption by 25 per cent, compared to a standard bus. The SPD requires at least 10% of the total Support work on zero and low emission The West of England has placed significant parking spaces at new builds to include vehicles investment in Ultra Low Emission Vehicles (ULEVs) superfast charging points with a minimum through the Local Sustainable Transport Fund of 1 space. In addition, to future-proof car Together with sustained investment in active and With continued improvements in vehicle emissions and Rapid Charging Points scheme, including the parking areas passive provision is to be sustainable modes of travel, low emission vehicles standards and the replacement of older vehicles, ‘Source West’ project that promotes the introduction included to support the provision of charging have a pivotal role to play in improving local air air quality is likely to improve and CO2 emissions of electric vehicles into South West England. This points for 40% of spaces in the longer term. quality and addressing climate change. to decrease over the longer-term. The future provides information on electric vehicles, including uptake of electric vehicles and other types of low an energy usage cost comparator and an app We will continue to progress work on low emission vehicles will be critical in helping to providing a secure payment interface. emission vehicles in the short-term and: deliver reductions in harmful emissions, although it is recognised they still contribute to congestion and The Government has launched its Road to Zero l Identify and address any barriers to the uptake poor air quality, due to brake and tyre dust. Strategy, with the ambition to see at least half of ULEVs, especially in those areas which have of new cars to be ULEVs by 2030. Despite recent been declared Air Quality Management Areas Zero emission vehicles are fully electric and wholly investment, there is a need for more funds or CAZs driven by an electric motor with no combustion to be dedicated to improving electric vehicle engine, meaning they do not produce any exhaust infrastructure. Recent research identified that by l Introduce policy measures to encourage EV emissions. At present, most zero emission vehicles 2020 there will be more than 1 million electric uptake have a range of approximately 100-150 miles, vehicles on roads in the UK, creating demand for l Through metrobus, continue to support the however it is expected that this range, and the an additional 83,500 charging points. This is an introduction of low emission buses, through take up of these vehicles will increase as battery increase of 83%, from the current number of 16,500 Statutory Quality Partnership Schemes or other technology improves. Low emission vehicles are charging points. measures, including Clean Air Zones plug-in hybrids, which are powered both by an electric motor for a limited range, followed by a l Provide advice, support and training to other conventional engine that is used once the battery private and public-sector organisations, has been depleted. including businesses, to encourage the introduction of ULEVs

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Section 9: Section 8: Local connectivity continued Neighbourhood connectivity

Support will continue to be provided on work being Neighbourhood challenges N1. Use master planning and local design undertaken through the existing Ultra-Low West to create better places programme, ensuring the region is at the forefront Vehicle speeds, the volume of traffic and the of providing facilities for EV owners. Across the pollution levels generated on main roads can often Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusiveSupport growth economicsustainableand (EG) inclusiveSupport growth and sustainableeconomic inclusive (EG)£ or growth gr economicandaph inclusive of(EG) arrows growth£ or economic grincreasingaph (EG) of arrowsgrowth£ or gr increasingaph(EG) of£ arrowsor graph increasing of arrows£ or gr aphincreasing of arrows increasing Enable equality Enableand improve equality accessibilityEnable and improve equality (EAEnable accessibility) and equality improveEnable (EAand accessibility) improve equality accessibilityequal and(EA )improve sign or (EA openaccessibilityequal) door sign (EAor open)equal door sign orequal open sign door or openequal door sign or open door Address poor airAddress quality poorand take airAddress quality action poor againstandAddress airtake quality climate action poor and Addressairagainstchange takequality (CC)action climatepoor and air againsttakethermometer/cloud change quality action climate (CC) and against take changethermometer/cloud action climate (CC) against changethermometer/cloud climate (CC) changethermometer/cloud (CC) thermometer/cloud feel excessive for residents and impact negatively heart heart heart heart West of England, the funding will be used to: ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety toContribute wellbeing,better and contributes security health, to safety betterContribute wellbeing,(H) and health, security to safety betterwellbeing, (H and health,) security safety wellbeing, and (H) securitytowards safety (H and) security (H) heartthe delivery Create better placesCreate (BP) better placesCreate (BP) betterCreate places better (BP) places (BP) google pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ googletree/sunshine pin/ tree/sunshine on those pedestrians, cyclists and equestrians who of the followingCreate better objectives places (BP) and outcomes:google pin/ tree/sunshine l Increase the number of charge points through a share the same space. This can significantly impact regional charging network. This would include on the level of interaction within communities public, business and car club charge points located in these areas. Those who live on streets 5 1-3 3 1 1-4 l Deliver more EV-capable car club bays with higher traffic levels are likely to have fewer social interactions within their neighbourhood. l Convert at least 20-25% of the four West of England councils’ light vehicle fleet to EV – Building on the general West of England challenges The main interventions that will support the approx. 100 vehicles identified in Section 2, more specific challenges for delivery of the policy, are: neighbourhood connectivity have been identified, l l Build 4 rapid charging hubs at high-profile as follows: Improve the quality of streets and public realm locations across the region which would allow l l The dominance of traffic restricting the ability Prioritise walking, cycling and public transport EV owners to charge their car in 30 minutes or into new developments less to reprioritise road space to other modes and improve public realm l Provide clear wayfinding and signage l Expand the low-emission Freight Consolidation l scheme to reduce the number of heavy-goods Perception of safety and security issues l Improve and maintain Public Rights of Way vehicles entering the city centre and link this deterring use of active modes with micro-consolidation and ‘last mile delivery’ l Lack of knowledge on making seamless door-to- Improve the quality of streets and public for small and medium-sized businesses door journeys by modes other than the private realm Work will also continue to: car, resulting in more private car trips being made in neighbourhoods than necessary Major roads can provide a barrier to accessibility l Give greater consideration of low emission in neighbourhoods, segregating residential areas, services and facilities. There is growing recognition strategies within future planning documentation Neighbourhood policies and and define specific policy measures to encourage that high levels of car use and congestion are not EV uptake, such as a West of England Electric interventions conducive to the creation of vibrant and attractive Vehicle SPD and through Local Plan policies urban areas and have a determining impact on how Neighbourhood connectivity in the West of England people choose to travel the first and last mile. High l Promote ULEV taxis through improvements will support delivery of the JLTP4 objectives, by quality public streets and spaces, that allow people to infrastructure, grants and other take-up focussing on these main policies: to move more seamlessly, are an essential part of incentives l N1: Use master planning and local design to successful urban environments and how people choose to travel for longer trips. l Formulate a strategy to overcome barriers to the create better places provision of ULEV infrastructure l N2: Facilitate the use of active modes for all New developments We will support ongoing work, as appropriate, short trips, including the first and last mile of Through the planning process, new developments in the development of zero and low emission longer journeys will be required to fully embrace, nurture and respond to the distinctive characteristics and vehicles, including the necessary infrastructure The policies will be delivered by focussing on features of the area surrounding them. This will including a regional electric vehicle charging specific interventions. network. support the protection and enhancement of the diverse range of places within the West of England.

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We will look to ensure that new developments are Thornbury, Weston- super-Mare and Yate and streets and spaces across the centre, and by designed to: Chipping Sodbury we will work with Town and rebalancing the movement hierarchy. Parish councils to deliver a strategic approach to l Case study: Highway Sustainable Positively contribute to an area’s character transport improvements. In Bath, the Council adopted the Public Realm and and identity, creating or reinforcing local urban Drainage System (SuDS), Bristol Movement Strategy for Bath City Centre in March distinctiveness We will openly work with town and parish A pilot highway SuDS scheme was designed 2010. The strategy forms a key component of the councils, informed by residents and in partnership with Sustrans and in close Council’s Future for Bath Vision which seeks to l Provide safe and welcoming public space that neighbourhood groups, to develop Neighbourhood consultation with the local community. revitalise Bath’s economic, social and cultural promotes walking, cycling and convenient Plans. The scheme saw the construction of four wellbeing up to 2026 and beyond. The strategy transition to public transport highway SuDS ‘pods’ and a storage basin. was founded on a thorough appreciation of the Crucially, adopted Neighbourhood Plans can l The SuDS pods effectively replaced existing historic development and design values of the Strengthen physical connections with secure funding for identified transport and access surrounding areas and key destinations nearby gullies and were constructed to city and puts forward an incremental plan for proposals via the Community Infrastructure Levy accommodate highway runoff and store transforming the public realm and in doing so l Create vibrant resilient and healthy (CIL). Areas with Neighbourhood Plans receive water beneath the ground before releasing it creates a canvas for a more animated and inclusive communities a greater share of CIL income, which can, at the slowly into existing sewers beneath the road. public life. Following the successful adoption of discretion of that local area, be spent on transport The benefits of SuDS systems are that they the strategy other authorities have produced their Urban Living, a central plank of regional and local and access improvements. As local authorities planning, requires the creation of compact, high slow the flow of water in the sewer network, own similar strategies that set out how progressive work with communities to develop the plans, it which increases their capacity and reduces improvements to the public realm help to underpin density, characterful urban areas where people can ensures that holistic, joined up thinking is behind live, work and socialise with good access to public flood risk. a coherent long-term vision and delivery plan for the improvements that work for the benefit of all. the revitalisation of our historic environment. transport. For major development sites these The pods are topped by soil and plants, attributes will be considered at an early stage Improvements that could encourage pedestrian so they clean the water and increase local through master planning and Local Plan policies. and cycle activity and provide safer, more biodiversity, as well as creating a more sustainable neighbourhood journeys can be visually attractive environment. They also act Community participation and Neighbourhood identified with support from local active travel as traffic calming, which is important given Plans groups (including Sustrans) and by working their location outside a primary school. The To thrive, neighbourhoods need to be places that with town and parish councils and designated detailed designs of the pods were completed Case study: Weston-super-Mare enable people to be safe, healthy and interact with neighbourhood planning areas. These could include by internal BCC teams and have been public realm and pedestrian and their neighbours. Neighbourhoods need to facilitate improved footways, cycleways, crossing points, adopted by BCC as Highway Authority. cycle improvements community participation, enabling easy access to traffic calming measures and improved bus stop In October 2017 NSC was granted £2.95m facilities, like shops and schools, for all sectors of infrastructure and access. With more people able National Productivity Investment Fund the population. to access local facilities, including open areas and money from DfT, and £1.5m from the LEP’s parks, and businesses via walking and cycling, the Design guidance documents and Supplementary Neighbourhood Plans can be prepared to promote Planning Documents Local Growth Fund, for a series of WsM perception of local areas will be improved as more town centre public realm and pedestrian/ greater community ownership, cohesion and pride. The growing importance of improving our people are out and about, with resulting impacts on cycle improvements (Phase 1), with an They can give neighbourhoods greater control streets and places has been recognised through improving public health. integrated bus interchange coming as over improvements to transport, connectivity and the development of bespoke design guidance a second phase (Weston Town Centre community facilities. This enables communities We will provide support to neighbourhoods in documents for the cities of Bath and Bristol. Transport Enhancement Scheme). The bid to shape the future of their neighbourhoods and identifying improvements for inclusion in their Bristol’s draft City Centre Framework sets out a was successful as reducing traffic dominance provide a consistent basis for what development Neighbourhood Plans. vision for how people will move around Bristol and improving public space via pedestrian/ and transport proposals would be welcomed. city centre and how their movement experience cycle improvements is recognised as key in will be improved. Likewise, Bath’s Public Realm It will be important to improve and strengthen unlocking key town centre regeneration sites and Movement Strategy seeks to revitalise the connectivity in our towns. With proposed local plan and attracting high-quality residential and economic, social and cultural wellbeing up to 2026 development and major transport improvements employment developments. and beyond, by putting forward a plan to transform in and around towns such as Keynsham, Nailsea,

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We will support the implementation of local improvement packages in Keynsham and in We will work with DEFRA to support them in the design guides to improve streets and places. Midsomer Norton and Somer Valley, including identification of appropriate mitigation measures links to the Somer Valley Enterprise Zone. to protect the quietness of open spaces, and B&NES adopted their Placemaking Plan in July Case Study: Bristol public realm improvements provide our partners, including Highways England 2017, which includes a multi-faceted approach As well as its role in enhancing places by making and the rail industry, with these aspirations In Bristol, public realm schemes have been to the planning, design and management of new them more accessible, transport can equally harm to guide them in tackling noise as part of used to reclaim areas of the city centre development and spaces. North Somerset Council the quality of a place. It has, and will continue to management plans. have an adopted Weston-super-Mare Town Centre from motor transport. This has created have, an impact on the built, historic and natural Supplementary Planning Document (SPD) that improved public spaces and places, with environment. Transport can make a positive contribution sets the agenda for the regeneration of the town wide-reaching benefits. For example, to to the natural environment, by using green centre. This includes design codes and a context protect the historic environment, major roads Improvements to some of the area’s historic infrastructure as part of scheme design. Green of regenerating and improving town centre space. adjacent to the Cathedral and through the streets and settlements will hopefully become infrastructure is a planned network of green Higher density developments with more relaxed Grade I listed Queen Square were removed possible by reducing the volume of traffic using spaces and corridors in and around our towns parking standards are encouraged, to improve in the 1990s. The metrobus scheme has led those historic streets and spaces. The management and cities, which are designed to protect and town centre space for active travel modes and to the removal of traffic from key sections of the highway network, particularly in areas enhance local communities, wildlife and the reduce traffic dominance to bring benefits for of Bristol city centre, improving the public of historic significance, needs to continue to be environment. The West of England’s emerging people and businesses. realm and creating an improved setting undertaken with the context of the historic built Joint Green Infrastructure Strategy (JGIS) for the cenotaph. The Temple Gate scheme environment and include reducing the impact of provides context for green infrastructure delivery Improved opportunities to travel by active modes will remove road space from private cars, signage, road markings and the impact of traffic and supports individual Local Plan approaches will enable people to access local shops and but improve public transport interchange calming. Infrastructure should be designed to green infrastructure. Existing guidance businesses, supporting the viability of these and provide better access to Temple Meads sensitively to reduce visual impact and to include suggests cycle ways, paving and parking should services. Providing sufficient parking outside of Station. effective landscaping scheme to soften any major consider permeable construction first, then look central areas and encouraging people to walk structures. Any new infrastructure should take at providing green infrastructure alongside the reasonable distances, ‘Park & Stride’, will reduce account of the same design criteria required for route, before considering traditional drainage. This the number of cars and support the rebalancing of attractive, vibrant places to live, work and visit. new developments. brings benefits to communities and the natural the network in favour of active modes. Improving This will enhance the attractiveness, appearance environment. the street environment for all road users will Where possible, the public realm in these areas and safety of these centres to make them attractive will be enhanced to both protect important ensure our urban areas remain or become to businesses, shoppers and the community. We will work to ensure transport scheme design buildings and locations, in tandem with working to and upgrades contribute to the creation of Feeling safe is an important factor for people in improve public spaces, and address the impacts increased levels of resilient green infrastructure, deciding their transport choices, such as whether of noise. The development of strategic transport in line with the emerging JGIS. they feel safe waiting at a bus stop at night. This related initiatives needs to ensure that the historic environment is recognised and taken into Case Study: Bristol retailers has gender equality implications, as it is well- consideration. Prioritise walking, cycling and public transport A study in Bristol found that retailers reported that women often feel less safe than men into new developments on a local high street overestimated the being out alone after dark. This means that for Excessive noise pollution caused by high volumes proportion of shoppers arriving by car by everyone, the design of walking and cycling routes, of motor traffic has been linked with an increased Higher development densities and a mix of land almost double at 41% compared with the the siting of bus stops, cycle parking and other risk of heart attack, obesity, impaired sleep and uses can encourage more local travel patterns and actual proportion of 22%. The retailers also transport interchanges, especially in the inner mental health problems. People living in areas with reduce journey lengths. Urban Living is a central underestimated how far pedestrians had city and in rural areas, is an extremely important high traffic noise are 25 percent more likely than plank of regional and local planning,, optimising travelled to get to the high street; over 60% consideration in planning to encourage the shift to those in quieter neighbourhoods to have symptoms opportunities for development in urban areas lived within 1 mile. As well as the benefit of more sustainable travel choices. of depression. Noise management measures that and previously developed land. By working with improved public realm, the study showed might be appropriate, feasible and affordable are those developing these polices, we can drive We will invest in our public places and rebalance the sustainable delivery of developments and that pedestrians generally visited more shops transport and movement systems in favour likely to include renewal of carriageways, targeted than those arriving by car. maintenance, noise barriers, speed limits and road provide the opportunity to minimise the need to of pedestrians, cyclists and public transport travel and allow safe and convenient access to users. This includes delivery of public realm hierarchy reviews.

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Section 9: Neighbourhood connectivity continued services by walking, cycling and public transport. of our walking and cycling network, including phones and interactive maps can play a significant Developers will be engaged with right at the start strategic cycle routes, is critical to providing access role going forward, and innovations and emerging of the planning process to achieve this. This will to local services and to ongoing economic growth. technology will be built on, as discussed in Section Case study: Public realm include, where appropriate, the encouragement of 5, to maximise the benefits this can bring. improvements in Bath new housing with car-free areas (with car parking, We will work with developers to ensure they where required, located outside of the living areas) are using existing street design principles, but We will develop an approach to signage The High Street Public Realm Improvement to encourage more social interactions and walking. increasingly focus on providing an attractive, that focusses on consistency and minimises Scheme in Bath was completed in June All new developments will need to cater for all integrated network that offers segregated areas duplication, building on opportunities offered by 2013. The High Street did not provide a levels of mobility however, to not exclude those for active modes, if required. technology, as they arise. welcoming or enjoyable experience for pedestrians or bus users. The combination with mobility impairments. We will work with developers to ensure the Improve and maintain Public Rights of Way of narrow footways, busy bus stops and We will continue to encourage new developments high-quality walking and cycling infrastructure high footfall often resulted in overcrowding. in locations that are accessible by existing provided on-site does not stop at the site Public Rights of Way have a role to play in The new scheme created a more pedestrian walking, cycling and public transport networks, boundary, but integrates into the wider walking providing access for pedestrians, cyclists and friendly environment, through the expansion and discourage proposals that fail to actively and cycling network, facilitating seamless onward equestrians. Rights of Way Improvement Plans of pedestrian areas, new street furniture encourage mode shift away from the private car. active travel for the necessary journeys between (ROWIP) are central in supporting the maintenance including bus shelters, wayfinding signage, villages, towns and city neighbourhoods. of Public Rights of Way, which offer recreational cycle stands and the improved signalised We will require developers to make developments In the interests of limiting safety implications use across the West of England, as well as crossings. Together, the measures have ‘bus friendly’ by reference to guidance published identifying actions to improve network connectivity created a more pedestrian friendly in 2017. and maintenance liabilities both during and after construction, local planning authorities will engage and safety, including making the network easier to environment, enhanced the streetscape and We will engage with developers at the start of with developers over construction materials of use and follow. afforded better access to public transport. the planning process to ensure key services to be the walking and cycling network improvements. We support the safeguarding of Public Rights Pedestrian improvements to Stall Street and provided on site, based on the thresholds included The individual pedestrian and cycle strategies of of Way in development in terms of their utility, Lower Borough Walls in Bath were completed in guidance, are high-quality, but also in the best the West of England authorities will also provide amenity and safety. Any new routes proposed or in late 2015. This busy thoroughfare carried location to maximise their accessibility via active further design guidance and principles. being reviewed should be designed for use by around 25,000 pedestrians per day. By travel modes and public transport. pedestrians, cyclists and equestrian users, unless cutting vehicle traffic, the space is now more For smaller development sites that do not require Provide clear wayfinding and signage evidence deems a class of use as inappropriate in a pleasant for local people and visitors to shop specific location. and socialise. Drawing on the same guiding the provision of on-site facilities or services, The design of transport schemes and new principles as the High Street scheme, new there will be a stronger emphasis on working infrastructure will consider the needs of walkers, In identifying and developing new Public Rights traffic restrictions were implemented during with developers for transport improvements and cyclists and equestrians. A simple and intuitive of Way or active travel routes, the needs of core shopping hours. This was combined with mitigations to include high quality, direct walking approach to wayfinding and signage will be pedestrians, cyclists and equestrian users will be improvements to the public realm through and cycling linkages to off-site local facilities. adopted, including for Public Rights of Way such considered and provided for, wherever possible. the use of shared space to make the area as bridleways and restricted byways. Signage and Accessibility is maximised through a consistent much more pleasant for pedestrians and infrastructure for pedestrians and cyclists will be walking and cycling-focused street pattern, cyclists. ensuring the necessary safe and direct cross-site designed to be sympathetic to local distinctiveness permeability that makes active travel attractive. whilst remaining clear, visible and informative. Clear priority for pedestrians and cyclists at Streets and places often suffer from a proliferation junctions should be incorporated, wherever of traffic and directional signs. The approach possible. With integrated on-site provision and will be used in the design of new schemes and access, more trips are retained within local areas the improvement to existing streets and places. so people are not forced to travel to access basic Technology offers further opportunities to reduce services, thereby encouraging the use of more the number and type of signs and influence the active modes. The improvement and expansion way people get directions to move around. Smart

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N2. Facilitate the use of active modes for difficult trips that are necessary via public transport Support the provision of safe crossings and all short trips, including the first and last and the private car. Parking and traffic speeds can speed reduction in appropriate locations be more effectively managed, so they do not harm mile of longer journeys Case study: To provide safer roads for all modes, evidence- Low Traffic Neighbourhoods: or hinder local neighbourhood access and facilities. Opportunities will also be taken, where appropriate, based guidance will be developed to determine Support sustainableSupport and sustainableinclusiveSupport economic and sustainable inclusiveSupport growth economicsustainableand (EG) inclusiveSupport growth and sustainableeconomic inclusive (EG)£ or growth gr economicandaph inclusive of(EG) arrows growth£ or economic grincreasingaph (EG) of arrowsgrowth£ or gr increasingaph(EG) of£ arrowsor graph increasing of arrows£ or gr aphincreasing of arrows increasing equal sign or openequal door sign or openequal door sign orequal open sign door or open door Waltham Forest Mini-Holland Enable equality Enableand improve equality accessibilityEnable and improve equality (EAEnable accessibility) and equality improveEnable (EAand accessibility) improve equality accessibility and(EA )improve (EA accessibility) (EA) equal sign or open door Address poor airAddress quality poorand take airAddress quality action poor againstandAddress airtake quality climate action poor and Addressairagainstchange takequality (CC)action climatepoor and air againsttakethermometer/cloud change quality action climate (CC) and against take changethermometer/cloud action climate (CC) against changethermometer/cloud climate (CC) changethermometer/cloud (CC) thermometer/cloud appropriate speed limits according to road features ContributeThis to betterContribute health, policy to wellbeing, betterContribute health, safety toContribute wellbeing,better and contributes security health, to safety betterContribute wellbeing,(H) and health, security to safety betterwellbeing,heart (H and health,) security safety wellbeing, heartand (H) securitytowards safety (H andheart) securityheart (H) heartthe delivery to create ‘road cells’ in residential areas, where Create better placesCreate (BP) better placesCreate (BP) betterCreate places better (BP) Createplaces (BP)better placesgoogle (BP) pin/ tree/sunshinegoogle pin/ tree/sunshinegoogle pin/ googletree/sunshine pin/ tree/sunshinegoogle pin/ tree/sunshine The London Borough of Waltham Forest, of the following objectives and outcomes: groups of streets are closed with limited access and function and encourage increased enforcement. through its Liveable Neighbourhood project, points/one way (with contraflow for cyclists), or bus Those roads with highest risk, particularly for has bucked the trend of worsening air gates, residential traffic restrictions to manage rat- walking and cycling, will be identified and schemes quality, and over the course of a decade, running and provide a quieter space for residents, to manage speed and traffic volumes where there is 2 1 1 1 1 reduced the number of residents exposed to pedestrians and cyclists. The removal of through evidence of safety problems will be prioritised. dangerous levels of nitrous oxides by 85%. traffic and increased permeability will provide more The council engaged closely with residents We will design and maintain our highway network direct routes for trips by foot and bicycle. The main interventions that will support the and businesses, involving them as closely to reduce the risk of collisions occurring. delivery of the policy, are: as possible with the project through design We recognise that availability of public transport Reduced traffic speeds can improve the actual and workshops, drop-in sessions, and door- is not feasible in all neighbourhoods. However, l perceived safety of roads, and influence decisions Work with residents and communities to identify knocking. Changes on the ground in Waltham support will be provided to public transport barriers to accessibility about mode choice. In neighbourhoods where Forest have involved giving pedestrians and services penetrating neighbourhoods, wherever speeds are identified as a factor in deterring people l Support the provision of safe crossings and cyclists priority and junctions, with widened feasible. Integrating and promoting different types from walking and cycling, community participation speed reduction in appropriate locations pavements and segregated cycle tracks, and of public transport can also enable better door to will be encouraged to identify interventions that will removing the opportunities for rat-running door connections from the neighbourhood level, support residents in walking and cycling, enhancing l Improve actual and perceived personal security through residential streets. such as the use of ferries to reach key destinations accessibility. This may include speed reduction throughout Bristol city centre. Walking and cycling Although there was some initial resistance measures, particularly close to local services; more Work with residents and communities to to/from public transport services can play a large to the changes, Waltham Forest is seeing cycle provision to create a wider network of safer role in encouraging physical activity and improving identify barriers to accessibility significant behaviour change, with more routes; and measures to address areas with a high- health. Knowledge and accessibility to legible people from a range of backgrounds starting risk or incident of collisions. The first and last mile trip concept is particularly information are required about how to travel to cycle, and increased life expectancy for relevant in neighbourhoods, as mode choice for without a private car, supporting equal access We will support the provision of safe crossings and the borough’s children. While schemes to longer trips is likely to be determined by the opportunities for people in all neighbourhoods. speed reduction in appropriate locations. prevent through traffic were initially divisive, choices available to travel the first mile i.e. from Another measure that we will consider is the follow-up evaluation of the schemes revealed In 2013, the Department for Transport (DfT) issued home. The first and last mile of longer journeys to creation of Low Traffic Neighbourhoods. This is a a change in attitudes, and local businesses guidelines for the introduction of 20mph speed key destinations such as employment and leisure similar concept to TfL’s Liveable Neighbourhoods have flourished since through-traffic bans limits. Both Bristol City Council and B&NES have sites should be targeted for switching to active as described in the Waltham Forest case study. In were introduced. introduced 20mph limits, primarily along residential modes. This will be supported by, and build on the Low Traffic Neighbourhoods motor traffic is either roads. 20mph limits consist of a speed limit change benefits being generated, from shorter trips being discouraged or removed, typically resulting in to 20mph, opposed to 20mph zones, which are made by non-car modes. reduced traffic speeds, and quieter and safer feeling local destinations. The importance of reduced traffic accompanied by some form of traffic calming streets. This change to the physical environment Reducing the number of neighbourhood car on equestrian links, can also not be overlooked in measures. Alongside the introduction of 20mph enables and encourages residents and visitors to journeys can have wide reaching benefits. some areas. limits it is important to work alongside the Police to switch to more healthy and active modes such as Journeys within neighbourhoods are short, and ensure continued enforcement. for pedestrians, most neighbourhoods already Where traffic levels can be reduced through walking and cycling. enabling more shorter journeys to be made by foot Following the introduction of 20mph limit schemes, have an extensive network of footways and Public We will support and promote opportunities for first or bicycle, opportunities can be taken to provide Bristol City Council commissioned a review into Rights of Way. Fewer car journeys can increase the and last mile trips being made by non-car modes. attractiveness of other modes, such as the use of public realm improvements. It also enables roads their effectiveness which was carried out by the scooters, particularly by younger children, to access to more effectively accommodate the longer, more University of West of England. The review found

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that the 20mph limit schemes have led to ‘very Work will continue with the police on a ‘secure by promising’ improvements in road safety (see design’ project. This incorporates security into the Case study: 20mph speed limit roll out in case study below). Bristol City Council has since design of streets and places, rather than having Bristol committed to carry out its own review of the to add features to improve security later. Advice effectiveness of 20mph speed limits. will also continue to be sought on the measures The 20mph speed limit roll out started in 2010, part of a broader package of measures aimed required to protect against errant vehicles. This with 2 pilot areas. Wider roll out took place to give children more confidence to walk, The Department for Transport is currently will include identifying locations and instances in 2014, and was completed in September scoot, and cycle. Other measures include bus undertaking their own research into the where there might be a need for measures to 2015. 20mph limit was introduced as part of a improvements, travel plans for schools and effectiveness of introducing 20mph speed limits protect against vehicles used as weapons. wider package of transport measures aimed business, local safety schemes all of which will on roads. to improve road safety, increase active travel help increase active travel which is great for We will work with crime prevention officers and and create more pleasant communities. Other your health. Improve actual and perceived personal the police to ensure security considerations are measures include bus improvements, cycle incorporated in our scheme designs. In February 2018, the Bristol Twenty Miles Per security infrastructure improvements, local safety Hour Limit Evaluation (BRITE) study, carried out schemes and major transport schemes such as The perception of risk surrounding personal by the University of the West of England (UWE), metrobus and rail improvement. security is an important influence for journey assessed the impact that 20mph speed limits planning. Fear and apprehension about personal may have had since they were introduced in The roll-out of 20mph speed limits across security can affect all aspects of travel choice, 2014 and 2015. The results showed there had Bristol’s residential streets and some local high such as route, the mode of transport used and the been a reduction in road speeds and fatalities streets is a signs-only based intervention. This time of journey, and whether to travel at all. If we following road collisions since the lower speeds relies on driver adherence to the posted ‘20mph’ are to achieve the step change in active travel and were introduced. It found the city has seen a speed limit denoted by speed limit signs on public transport usage we are aiming for, personal reduction of 4 deaths, 11 serious injuries and entry to the limit area, and repeater signs within security considerations need to be explicitly 159 slight injuries each year, and the level of the area (complying with DfT requirements). incorporated into decisions concerning the design, active travel in Bristol has increased, with more 20mph zones are different because these planning, operation and management of transport people walking or cycling for 10 minutes or include physical traffic calming measures. The systems. This has become increasingly pertinent, more in their local area most days. 20mph speed limits are legally enforceable, like following terrorist attacks targeting or using any other speed limit. Over 94% of the roads surveyed had seen transport. slower speeds, with drivers on all 20mph roads Lowering the speed helps make streets safer for We will use natural surveillance and careful driving, on average, at speeds less than 24mph. all roads users, as those hit by a car at 20mph design when improving our streets and public Day speeds were found to have reduced by an are far more likely to walk away with bruises places, to increase the numbers of individuals on average 2.7mph, with night speeds falling by an and minor injuries than those hit at 30mph. our streets and make them feel safer. It also helps to increase cycling and walking, average 2.4mph. Previous statistics suggest that by making communities more pleasant places with every 1mph reduction in speed, the risk of a Crime prevention officers will be involved as early to live and reduces anti-social road noise. fatal or serious injury caused by a road collision as possible in scheme designs. This will ensure Slower speeds on roads help to make walking falls by 6 per cent. factors such as lighting, clear lines of sight and or cycling more attractive options. 20mph is CCTV are included, based on local knowledge and in the context of existing crime factors in the vicinity.

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Introduction the UK. It will be critical for the West of England to make a compelling and collective case for This Joint Local Transport Plan is intentionally investment, through working in partnership with ambitious. It will require an unprecedented level transport operators and providers, other delivery of both capital (one-time investment of money to agencies and wider stakeholders. Our success deliver assets) and revenue (day to day running depends very much on this partnership approach. costs) funding, with a large acceleration in spending from current levels. Although long-term Evidence shows that investment in the West of aspirations to transform the way we move around England is lower than in other parts of England. the West of England will be costly to deliver, The National Infrastructure Pipeline shows that £18 costs of active travel measures are comparatively billion was programmed to be spent on transport low and could contribute towards meeting our in the UK in 2016/17, equivalent to 1% of UK GDP. objectives in the shorter term. If this benchmark is applied to the South West of England, this would be equivalent to around The total cost of delivering the schemes set out in £1.4 billion per annum. However, analyses show the Joint Transport Study (JTS) Transport Vision that spending in the South West was around was estimated to be at least £8.9 billion in future £390 million in 2015/16, dropping to around £300 outturn prices. The programme is equivalent to million between 2015/16 and 2020/21 (or £540 expenditure of £450-600 million per annum, which million per annum including the A303 Stonehenge is a step change from historic and current spend. tunnel). This is less than half the expenditure that could be expected in the region, if the national 1% The JTS assumed the four-line mass transit benchmark were to be applied. network would cost approx. £2.5bn to deliver, and if there is a need to deliver some sections The Government has made a commitment to underground, this cost will rise further. The increase the proportion of national GDP spent on delivery of modern tram and light rail systems economic infrastructure to prepare the country in Birmingham, Edinburgh, Greater Manchester, for the future. The West of England is the most Newcastle, Nottingham and Sheffield demonstrate productive part of the South West and is one of that mass transit systems can be funded and the UK’s best performing city regions. However, delivered in UK cities outside London and provide there has been historic under investment that has examples for how such interventions can be contributed towards current transport challenges. funded. There is, therefore, a strong case for increased investment to support the continued growth of the The Devolution Deal for the West of England area. includes guaranteed funding of £1bn infrastructure investment over 30 years, equating to £30m a There has been a consistent lack of long-term year, which is unprecedented for the area and revenue funding, with projects and programmes this certainty of funds will help to unlock further such as Local Sustainable Transport Fund financing opportunities. (delivering travel behaviour change), running for a maximum of four years. Revenue budget pressures Current situation are likely to continue. We will look to address this There is an increasingly strong case for through the potential funding sources below. infrastructure investment to improve society and support economic growth, but the Government is facing competing demands from different parts of

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The funding gap A number of assumptions have been made about We will ensure we are kept both well informed and potential funding sources, which have been used to well prepared for new short-term funding sources Figure 10.1 shows the scale of the funding gap. schemes. It is important to note that the JTS prepare Figure 10.1: from central Government and other partners, to This is based on current levels of funding for the Transport Vision cost does not include all the continue to deliver existing work, as well as the l JTS Transport Vision. It shows at least a £6bn schemes/policies within this JLTP4 and assumes a Typical bidding and major scheme funding was new interventions contained within JLTP4. funding gap to deliver the JTS Transport Vision £2.5bn cost for the mass transit network. calculated using the approximate income from these streams over the past 10 years However, it is unrealistic to assume that central Government will entirely fill the funding gap, Figure 10.1: JTS schemes funding gap l Developer contributions of £3,000 per dwelling. particularly given competing demands for funding, This is an assumed average across the region, and local sources of significant additional funding illions and actual contributions are likely to vary will be needed to deliver this JLTP4. significantly based on the location and specific JT scs nin ap site condition Raising additional local income will involve some difficult decisions. Potential local funding options l Not all WECA gainshare funding will be spent on that could be considered are: transport l Community Infrastructure Levy – a planning nin ap l Approximately half of total bidding, major charge for new development to pay for local n Tpical iin nin scheme, and WECA Gainshare funding will be infrastructure nin ap spent on mitigating the impact of future growth Tpical aor sc nin l or strat lopr nin llins and half will be spent on improving existing Highways England Shadow Toll – funding from conditions and mitigating the impact of existing Highways England for schemes that reduce lopr contritions Core Strategy growth (approx. 60,000 dwellings) pressure on the Strategic Road Network 4 ainsar l Network Rail fund renewals (maintenance) only l Council Tax Precept – increasing council tax for tor ail rnals onl residents of the West of England ias nlan l Highways England fund all improvements l on their network including Smart Motorways Business Rate Supplement – increasing rates and new junctions. This assumption is likely for businesses in the West of England to be overly ambitious and a significant local l contribution will be needed towards Highways Workplace Parking Levy – employers are England schemes charged for having private parking spaces. This charge can be passed on to employees who use Note: Scheme cost estimates as of spring/summer 2018 the spaces Additional sources of funding l Road Pricing, for example congestion charging It is of note that there are areas of JLTP4 which to drive into specific areas are currently being delivered through grant funding from central Government, which local l Revenue raised from Mass Transit services authorities may not be able to continue delivering l Clean Air Fund and CAZ Implementation Fund with increasing pressures on revenue budgets. A key area that could be affected is the behaviour l Public Health funding change work taking place with businesses, schools and communities through the Access WEST Not all measures could/should be implemented Programme, which will conclude in March 2020, together. For example, a business rate supplement with a view to extending the programme through and Workplace Parking Levy both impact on future funding sources. local businesses. Local contributions are likely to provide less than half the funding gap, particularly

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Section 11: Major schemes and Section 10: Funding and implementation continued summary of interventions as only a sub-set of the local funding options could Major schemes more ambitious schemes. Priorities and timescales be implemented. for delivery will depend on available funding and The West of England’s Joint Transport Study (JTS) Case study: Nottingham Workplace bidding opportunities from Central Government, as The introduction of charging mechanisms, such sets out an ambitious vision for transport to 2036, well as the timing of new development sites. as road pricing covering the Bristol and Bath Parking Levy identifying a programme of transport packages urban areas, would raise a significant amount of Nottingham introduced a Workplace Parking that will transform the travel choices available to We will work with our transport delivery partners, revenue. This would help fill the funding gap and Levy in 2011. It levies a charge to employers our residents and visitors. These, along with other Network Rail, Highways England and bus and train raise revenue for infrastructure delivery, but would that have 11 or more private parking spaces schemes, are being taken forward as our major operators, to implement key rail, bus and road be extremely challenging to deliver. Phasing will on their site. Over £61m has been raised transport schemes programme to support the schemes that are within their delivery remit. In need to be considered carefully in order to ensure in revenue since charging began. The delivery of the JLTP4. summary, our programme will: that effective alternatives to private car use are administrative costs of running the scheme l implemented in tandem with the roll-out of any take less than 5% of the revenue raised, The region has made significant achievements Explore potential transformational charging mechanism. meaning a large amount is reinvested in during the seven years of JLTP3, spending over infrastructure schemes to address our existing transport improvements in the city. The £500m on the delivery of transport projects, challenges The responses to our consultation simulator points funding has contributed to doubling the size including a number of major schemes such as the l Ensure the core of our future transport allocation exercise demonstrated the highest level of the tram network and redeveloping the Greater Bristol Bus Network, the launch of the first of support for the introduction of road pricing programme demonstrates that the city’s rail station to supporting the electric three metrobus routes, and the completion of the requirements of future growth will be met as a means of raising revenue for transport bus network. The revenue raised has also Bath and Weston-super-Mare Transport Packages. improvement, with council tax increases showing been used as match funding to bid for Significant investment towards a number of major l Show that we can deliver in the short-term as the lowest level of support. Feasibility studies and funding from other sources. Workplaces that schemes has also been made by Highways England well as advancing a transformational longer- consultation will be carried out to determine the are required to pay the charge are offered (including into the expansion of Smart Motorways term programme nature and extent of any charging mechanisms on the M4 and M5) and by Network Rail (including grants to enable staff to cycle to work. l that could be used in the West of England. This will electrification). Be delivered in partnership with our transport support the achievement of the JLTP4 objectives, The levy scheme has resulted in a 4.5% partners with responsibility for the strategic particularly sustainable and inclusive economic increase in bus and tram patronage, building This major transport schemes programme is our road and rail network most ambitious yet, continuing and expanding on growth, whilst not negatively impacting on the on already high levels. There were forecasts The major transport schemes set out in this needs of our people and places. of businesses deserting Nottingham for other scheme delivery during JLTP3. It includes schemes set out in the JTS, which in total have a value of at section are those costing over £10m, many of cities nearby, however in 2017 it was reported which are unaffordable from our existing, regular that Nottingham has one of the fastest least £8.9 billion over twenty years, and which were assessed as being necessary to counter the extent funding sources. The current situation and the growing economies of any UK city. The UK various challenges and opportunities for funding Powerhouse City Growth Tracker from Irwin of forecast growth in car commuting over this period. It will require a step change in investment are discussed in more detail above in Section 10: Mitchell and the Centre for Business & Funding and implementation. Economic research shows that Nottingham’s to provide transformational infrastructure that year-on-year economic growth figure of responds both to the existing transport challenges, Figure 11.1 presents, in diagrammatic form, 2.5% is on a par with Greater Manchester and our Core Strategy growth. Investment will the schemes included in our major schemes and higher than Birmingham, Bristol, Leeds, also be required to address future transport programme, which are at very different stages Liverpool, Newcastle and Sheffield. challenges including the increased demand for of development. Tables 11.1 to 11.6 provide a travel associated with the growth and housing to summary of the type, cost range, and delivery be identified through future strategic planning. timescale of each scheme. The definition of The packages have a strong focus on encouraging categories within each of the summary tables active and sustainable transport as a preferred is provided in Appendix 3. choice for more people. Transport schemes take time to deliver. We will invest early to create network capacity in the short term, whilst continuing to work on the longer term,

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Section 11: Major schemes and summary of interventions continued

Figure 11.1: JLTP4 major schemes

N

plic ral an sstainal Charfield transport ipronts Thornbury ipro nctions n nctions ipro roa n roa Yate transport inrastrctr North Fringe sart otora ccl rots Avonmouth Portishead ipro rail station n rail station rail ipronts Bristol Clevedon tros otr s rot ipronts Nailsea ass transit Keynsham pan Par i sit n Par i sit Bristol Airport Bath

Weston-super-Mare

Midsomer Norton

Alignments and locations are for illustrative purposes and subject to feasibility studies and consultation.

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Section 11: Major schemes and summary of interventions continued

All proposed transport schemes will be reviewed l Bath corridors and the city centre Early investment schemes (including Temple Quarter Enterprise Zone and work is on an ongoing basis against the emerging evidence committed projects) progressing on investment in Bristol Temple Meads base for meeting our jointly stated ambition of Transformational infrastructure in the form of station. Delivery of highways and other access mass transit (e.g. light rail, tram, tram-train or carbon neutral emissions by 2030. This will be Early investment schemes have been identified to improvements will enable metrobus and cycling/ underground) is identified for these corridors. looked at in the context of the proposed physical ensure a programme of works can be delivered in walking links in the Hengrove and Lockleaze This is necessary to provide a step change in infrastructure, the mode of transport using the short, medium and longer term of the JLTP4 Urban Living developments. Also, delivery of a the capacity and quality of public transport on any new infrastructure, its effects on the wider period up to 2036. Some packages have allocated new M49 junction to improve access to Severnside, the busiest corridors, that can respond to the transport network and environment in the West funding whilst others have partial funding allocated commenced in early 2019. significant forecast increase in trips across the of England, future spatial planning and emerging for delivery of feasibility studies, for example. technology. We will also continue to lobby region. It will also provide a more attractive The total cost of delivering our package of government to give clarity on national targets for alternative to trips by car. In some locations, it will Committed schemes in progress committed early investment schemes is be very challenging to achieve on-street running, £500m-£1bn. A summary of the type, cost and decarbonisation of transport and energy to be Preparations for MetroWest Phases 1 and 2 particularly on routes through East Bristol, North timescale of each scheme being progressed is embedded in local transport policy and projects. continue to progress, which will significantly Bristol and through some parts of South Bristol provided in Table 11.2 below. Further details can be improve rail travel across the area. Significant and on the Bristol to Bath corridor. Feasibility work found in Appendix 3. works are taking place to improve access to Transformational has commenced to investigate how potential mass transit corridors could be delivered. To provide realistic and attractive alternatives Table 11.2: Early investment schemes in progress (committed projects) to the private car, a fully integrated public The total cost of delivering our transformational Timescale transport network will be developed. This includes major schemes package is £3bn-£5bn. A summary Ref Mode Connectivity Scheme Cost S M L improvements to the bus network, an expanded of the type, cost and timescale of each scheme is metrobus network, new Park & Ride sites and provided in Table 1 below. Further detail on the C1 Freight Beyond WoE M49 Avonmouth junction Low enhanced rail services. schemes can be found in Appendix 3. C2 Multimodal Beyond WoE Temple Quarter masterplan High C3 Public Transport Within WoE MetroWest Phase 1 Med There are, however, corridors with very high Our mass transit network will take between 10 C4 Public Transport Within WoE MetroWest Phase 2 Low passenger flows where there is limited spare and 20 years to deliver. Prior to the delivery of this capacity to accommodate increased passenger network we will continue to expand our metrobus C5 Multimodal Local Hengrove Transport Package Low demand. These corridors are: rapid transit network, which will see the opening C6 Multimodal Local Lockleaze Transport Package Low l Bristol city centre to East Fringe of several new routes across the region. In the C7 Public Transport Local Cribbs Causeway Metrobus Extension Low meantime, transport connectivity to these mass l Bristol city centre to North Fringe and rapid transit networks will be improved, through both metrobus and wider public transport l Bristol city centre to Bristol Airport schemes, cycling, walking and car-sharing l Bristol city centre to Bath initiatives. Table 11.1: Transformational Major Schemes Timescale Ref Mode Connectivity Scheme Cost S M L T1 Public Transport Within WofE Mass Transit – Bristol City Centre to Airport High T2 Public Transport Within WofE Mass Transit – Bristol City Centre to Bath High T3 Public Transport Within WofE Mass Transit – Bristol City Centre to East Fringe High T4 Public Transport Within WofE Mass Transit – Bristol City Centre to North Fringe High T5 Public Transport Within WofE Mass Transit – Bath City Centre and corridors High

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Schemes under development each scheme. The total cost of delivering our Table 11.3: Early investment schemes under development continued A number of other early investment schemes early investment schemes under development is Timescale in support of delivering the JLTP4 strategy are currently estimated as £2bn-£2.5bn. Further details Ref Mode Connectivity Scheme Cost at an earlier stage of development. Table 11.3 can be found in Appendix 3. S M L summarises the type, cost and timescale of E20 Multimodal Within WoE Banwell High Housing A371 / A368 Banwell Bypass Table 11.3: Early investment schemes under development Infrastructure Timescale Bid Ref Mode Connectivity Scheme Cost S M L E21 Multimodal Within WoE South East Bristol and Whitchurch High Infrastructure • A4 metrobus + Callington Road Link E1 Multimodal Beyond WoE Bristol South West Economic Link (BSWEL) High Bid • Orbital metrobus E2 Multimodal Beyond WoE East of Bath access improvements Med • A37 Sustainable Transport E3 Highway Beyond WoE M5 Junction 19 Low • Hicks Gate Park & Ride/transport interchange E4 Public Transport Beyond WoE Passenger Rail Service and Capacity High • Hicks Gate Junction Improvements, Station Upgrades and New • South East Bristol Orbital Low Carbon Corridor Stations Package • Local highway improvements E5 Highway Beyond WoE Smart Motorways: M4 J18-19 High E6 Highway Beyond WoE M5 new junction J21A Med E22 Multimodal Within WoE Keynsham Med E7 Highway Within WoE A4174 Ring Road junction improvements Med Infrastructure • Keynsham railway station including Wraxall Road (Longwell Green) Bid • A4-A4175 corridor E8 Highway Within WoE Freezing Hill junction upgrade and whole route Low • Local highway improvements improvements E9 Active Travel Within WoE Interurban cycle routes – including North Low Somerset Coastal Towns Cycle Route, and cycle links to Yate and Thornbury E10 Highway Within WoE M4 Junction 18A to A4174 Ring Road High E11 Multimodal Within WoE Metrobus – Bristol City Centre to Clevedon and Med Nailsea E12 Public Transport Within WoE Metrobus consolidation package Med E13 Public Transport Within WoE Sustainable travel package for Bath Low E14 Other Within WoE Regional Electric Vehicle Charging Network Med E15 Multimodal Within WoE Metrobus – Bristol City Centre to Severnside Low E16 Active Travel Local Bath Cycle Network and City Centre Package Low E17 Active Travel Local Keynsham / Midsomer Norton and Somer Valley Low Public Realm Improvements Packages E18 Multimodal Local Weston-super-Mare Package 2 Med E19 Active Travel Local Weston-super-Mare Cycling and Walking Network Med

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Joint Transport Study required Other longer-term opportunities with other new aspirational schemes, are shown schemes To assist in delivering the JLTP4 strategy we have in Table 11.5 below. The total cost of delivering also identified a set of aspirational schemes for our aspirational schemes is currently estimated as Transport infrastructure identified through the transport. Schemes will be developed through each consideration in the longer-term. These, subject £0.5bn-£1bn. JTS will be required to unlock and facilitate future local authority’s Local Plan process. to review during the lifetime of the JLTP4 along development alongside maximising mode shift to active and sustainable forms of travel and public These schemes are shown in Table 11.4. Further Table 11.5: Other longer-term opportunities detail on the schemes can be found in Appendix 3. Timescale Ref Mode Connectivity Scheme Cost Table 11.4: Joint Transport Study required schemes S M L L1 Freight Beyond WoE Strategic Rail and Road Freight Package High Timescale Strategic corridor or L2 Highway Within WoE A46 to M4 route improvements, Cold Ashton Low Ref Connectivity location Options Cost S M L L3 Public Transport Within WoE Bath Area Bus Network Improvement Scheme Med Local Plan schemes (BABNIS) LP1 Within WoE Yate and Coalpit • A432 metrobus, walking and cycling High L4 Public Transport Within WoE Henbury Loop rail services Med Heath • Yate railway station improvements L5 Public Transport Within WoE Rail services to Thornbury Med • Winterbourne and Frampton Cotterell Bypass L6 Multimodal Within WoE M5 Junction 20 Local Highway Improvements Med • Local highway improvements • Coalpit Heath and Westerleigh Bypass LP2 Within WoE Nailsea and Backwell • Nailsea sustainable travel, rail station and High local network improvements • Nailsea – Backwell A370 • Clevedon – Nailsea – Bristol Transport Corridor Improvements LP3 Within WoE Thornbury, Buckover • A38 metrobus, walking and cycling High and Charfield • Charfield Station • M5 J14 • Local highway improvements LP4 Within WoE Bristol Urban Area • Bristol City Centre Framework High • Local bus package (GBBN2) • Bristol walking and cycling package • M32 Park & Ride • A38(S)/A4174 Park & Ride • A4018 Park & Ride • A4 Portway and A370 Long Ashton Park & Ride expansion LP5 Within WoE Weston-super- • Weston-super-Mare metrobus Mare • Weston-super-Mare Park & Ride • Local bus, walking and cycling improvements • Local highway and junction improvements LP6 Within WoE Churchill • Local highway improvements • Local sustainable travel package

LP7 Local Banwell • Sustainable travel package

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Working with partners to build our The schemes in Table 6 and other schemes l Provide Park & Ride and sharing schemes l Support travel planning with developers, current programme (including those shared strategic priorities that are to minimise the impact of single occupancy education providers and individuals yet to be defined) will also be developed, where vehicles l Support travel planning with businesses and There are a number of schemes outlined above relevant, through working with neighbouring l Recognise the needs of motorcycle and moped employment sites that affect the motorway and major road network authorities and those further afield, through the users including new and improved motorway junctions, South West Peninsula and/or the Western Gateway l Encourage mode shift through grants, incentives and other improved strategic highway links. Sub-National Transport Body. l Use technology to keep traffic moving and rewards Moreover, there are packages of rail network l l improvements including additional capacity and Summary of interventions Embrace technology to improve cleaner travel Maximise awareness of sustainable and active services, new stations and upgraded junctions, options travel choices and the benefits these bring benefitting freight and passengers. The following is a summary of interventions by l Use, as appropriate, measures and technological l Support those without a private car, who need to level of connectivity; further details of these, These schemes would be partly or fully funded and advances to influence and better manage the travel, in accessing the services they require including the actions, are set out in sections 6 to 9. demand of private car use delivered by Highways England and Network Rail. l Promote the role of technology in accessing Those schemes that will be delivered in partnership Beyond West of England l Define, manage and maintain the Key Route services and employment with these bodies are identified in Table 6. l Work with Bristol Airport to maximise the Network l airport’s transport connectivity as a local, sub- Support the role of taxis and private hire Table 6: Schemes to be developed in partnership l regional and regional transport interchange Develop and improve network resilience vehicles with Highways England and Network Rail through an ongoing commitment to highway l l Enable improved transport connectivity with maintenance Support the role of demand responsive and Highways England Bristol Port community transport l Effectively manage the Major Road Network South coast to M4 connectivity improvements l l Maximise opportunities arising from Support ongoing work to manage the impact of M4 Junction 18a to A4174 Ring Road l improvements to the strategic road and rail Effectively accommodate development sites and transport on air quality and climate change associated trips M5 Junction 14 network, and identify and support delivery of l Support ongoing work on Clean Air Zones and M5 Junction 19 further changes l Support the delivery of Enterprise Zones/ the UK Air Quality Plan M5 Junction 19 & Junction 20 improved links for business clustering l Identify opportunities to manage the impact of l Support work on zero and low emission vehicles Nailsea/Backwell Severn Bridge tolls removal l Balance the requirement for distributing goods, M5 J21a and A38 corridor Neighbourhood Connectivity l Support the role of coaches for residents and with mitigating the adverse impact of vehicles M32 Park & Ride l Improve the quality of streets and public realm visitors Local Connectivity Smart Motorways M4 J18 to 19 l l l Prioritise walking, cycling and public transport Network Rail Manage and mitigate the impact of regular and Provide an attractive, safe and usable walking infrequent events on the transport network and cycling network into new developments Charfield station reopening l Provide clear wayfinding and signage Keynsham and Yate railway station improvements Within West of England l Provide schemes to support the uptake of cycling MetroWest phase 1 l Provide high quality and reliable mass and rapid l Improve and maintain Public Rights of Way MetroWest phase 2 transit l Consider the needs of all road users in the l Work with residents and communities to identify Nailsea and Backwell railway station l Support and enhance existing public transport design of transport and highway schemes, barriers to accessibility improvements particularly vulnerable road users services l Support the provision of safe crossings and l Passenger rail services and capacity l Improve the availability and accessibility of Deliver road safety education, skills and training speed reduction in appropriate locations improvements, station upgrades and new stations accurate travel information and ticketing to equip people with the knowledge and skills to package travel in a safe and sustainable way l Improve actual and perceived personal security l Work in partnership to build safer communities

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Section 12: Section 11: Major schemes and summary of interventions continued Targets, indicators, monitoring

Background Monitoring indicators Targets and indicators play an important role in It is important to have a robust, reliable and JLTP4. They are designed to measure and monitor affordable method of monitoring progress against our progress towards achieving JLTP4’s objectives, the indicators. This helps ensure comparability, highlight where we are doing well and identify transparency and crucially at a cost that local where we need to improve. Indicators need to authorities can sustain; particularly in the context strike the balance between being challenging but of significant budget cuts and an increasing strain achievable; comprehensive but also practical to on the already stretched local authority resources. collect, analyse and report. Robust monitoring procedures building on those Our targets, indicators and monitoring cover the established in JLTP3 will be put in place, informed most ambitious transport programme the West of by using set baseline data. To make the most use England has seen. They will reflect local priorities of existing data and limited resources several of as identified in our key policy documents, such as the indicators for example congestion and modal our Core Strategies and Corporate Plans, covering share will be used to monitor more than one of the climate emergency and carbon reduction, air the five JLTP4 objectives. An annual monitoring quality, sustainable economic growth, health and report against the targets and indicators will be well-being, housing and social inclusion. published. A mid-term review will assess the suitability of the targets and based on performance Developing indicators some may be adjusted accordingly. This will set more appropriate targets for the remaining Our range of JLTP4 indicators and how they will monitoring periods. monitor progress against the five key objectives is set out in Table 12.1.

Table 12.1: Indicators against JLTP4 Objectives 3 = direct impact 3 = indirect impact

Indicators Climate change Sustainable Equality & Health, Better places & air quality & inclusive accessibility wellbeing, economic safety & growth security Road congestion 3 3 3 3 Bus satisfaction 3 3 3 Air quality 3 3 3 3 Carbon emissions 3 3 3 3 Electric Vehicles 3 3 3 3 Road Safety 3 3 3 Modal share 3 3 3 3 3

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Modal shift target The monitoring periods and mid-term review points Risks associated with meeting targets l Rise of CAVs and automated technology and for the Plan period 2020 - 2036, assuming the plan uncertainty over timescales of technology The JTS set out how modal share is forecast is adopted in 2020, are: There are a number of risks that could hinder our brought in and how this affects travel choices to change by 2036 if all of the transport vision progress towards achieving the targets, so we schemes were implemented. This is shown below l 1st Monitoring period mid-term review: 2022 need ways to avoid or soften them. The main risks l Impact of Clean Air Zones on travel choices and forms the JLTP4’s initial modal share target. l End of Monitoring period 1 review: 2024 are those outside the direct control of the local The risks will be managed within the monitoring Car commuting is forecast to reduce from 59% authorities, but there are also internal risks that periods and will be identified and reviewed at the l to 45% (single occupancy), against a backdrop of 2nd Monitoring period mid-term review: 2027 can be influenced by the authorities. mid-term review point. forecast growth in housing and employment. l End of Monitoring period 2 review: 2030 Possible risks include: Early indications are that to become carbon neutral l l Summary of indicators by 2030 a substantially greater modal shift will be 3rd Monitoring period mid-term review: 2033 Reduced funding affecting the ability of authorities to meet targets required. To achieve this is likely to require a shift l End of Monitoring period 3 review (and end of Listed in the table below are the targets, indicators in national Government policy, far higher take up plan period): 2036 l Escalating costs reducing the number of and monitoring methods to achieve each JLTP4 rates for electric vehicles, further engine efficiency deliverable schemes within budget constraints objective and outcome. The seven indicators, with improvements, carbon offsetting and potentially accompanying targets, are summarised below and some form of congestion charge alongside our l Bus and rail fares increasing faster than the cost are ordered according to when they appear in Table £9 billion programme of transport investment. of using the private car 12.2, and not on priority or importance. The targets are to be achieved by the end of each monitoring Technical work will be undertaken to refine the l Increasing cost of bus service provision limiting period unless specified otherwise. level of modal shift and interventions required. the expansion of services/frequencies l A lack of investment in rail l Major transport schemes delayed or not implemented l Annual figures fluctuating due to small figures (in absolute terms), for example the number of children killed and seriously injured in road collisions l A breakdown in the supply of data or cooperation with private sector or government departments or ainl at or ro ho causing a reduction or end to providing alin an cclin publicly available data, for example the DfT for 20 congestion data 20 ision Plic transport thr c tai l Housing completion and employment provision aran passnr rates fluctuating outside of local authority aran rir control l Change in central Government policy shifting emphasis towards or away from areas monitored 2000 trips 000 trips by in JLTP4, for example Government funding for road space reallocation schemes for cycle/bus provision

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Table 12.2: Table 12.2 continued: Targets & Monitoring: Indicators and Targets against JLTP4 Objectives Targets & Monitoring: Indicators and Targets against JLTP4 Objectives Objective: Take action against climate changes and address poor air quality Objective: Support sustainable and inclusive economic growth

Outcome Indicators Monitoring Methods/ Targets Outcome Indicators Monitoring Methods/ Targets Datasets Datasets NOx, particulates and Air quality UA annual monitoring Ensure levels of NO2 across Improved efficiency and Road congestion Average AM peak journey To achieve green (0-5% decrease) carbon emissions are (statutory) across designated air all of the WoE monitoring sites reliability on local, national time on identified key or amber (0-5% increase) in reduced quality sites, update are below the annual mean air and international transport corridors. average AM peak journey time reports annually quality objective of 40µg/m3 networks DfT data on average delay on A roads managed by the Target: NO2 levels at all WoE on locally managed A local authorities across each monitoring sites are below the roads by local authority monitoring period annual mean air quality objective Table CGN0502b of 40 µg/m3 Access opportunities to Road congestion Average AM peak journey To achieve green (0-5% decrease) CO2 levels UK local authority and Transport in the West of England employment growth areas time on identified key or amber (0-5% increase) in regional CO2 emissions to be carbon neutral by 2030 and education is provided corridors (on routes to EAs average AM peak journey time national statistics (A roads, for all and urban centres) on A roads managed by the minor roads and transport DfT data on average delay local authorities across each monitoring period other) on locally managed A roads by local authority Technological advances Electric Vehicle DfT Vehicle Licencing data 5000 registrations per year from to improve air quality and uptake – quarterly / annual data 2020 in the West of England Table CGN0502b monitoring are embraced releases on ULEV uptake; Ensuring 100% of new homes Modal share Household surveys Use of JTS forecast modal share Go Ultra Low project will (where applicable) have a charge to 2036 - see Modal Shift Target also collect data on EV point available. section take-up and EV charging infrastructure

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Table 12.2 continued: Table 12.2 continued: Targets & Monitoring: Indicators and Targets against JLTP4 Objectives Targets & Monitoring: Indicators and Targets against JLTP4 Objectives Objective: Enable equality and improve accessibility Objective: Contribute to better health, wellbeing, safety and security

Outcome Indicators Monitoring Methods/ Targets Outcome Indicators Monitoring Methods/ Targets Datasets Datasets Increased use of Modal share Household surveys Use of JTS forecast modal share Access opportunities to Modal share Household surveys Use of JTS forecast modal share sustainable transport. to 2036 - see Modal Shift Target employment and growth to 2036 - see Modal Shift Target Access opportunities to section. areas and education is section. employment and growth provided for all areas and education is There is a continued Road Safety Highways Road Safety A vision of zero avoidable deaths provided for all reduction in the number (statutory) statutory reporting on on locally managed roads by Improved efficiency and Road congestion Average AM peak journey To achieve green (0-5% decrease) of road casualties on the Killed or Seriously Injured 2036. reliability on local. national time on identified key or amber (0-5% increase) in transport network (KSI) Not more than 160 KSI incidents and international transport corridors. average AM peak journey time per year by 2025. networks DfT data on average delay on A roads managed by the 0 KSI incidents per year by 2036. local authorities across each on locally managed A Road safety for transport Road Safety Road safety reporting – Target: retain proportion of monitoring period roads by local authority users is improved, (statutory) rates of collisions and KSIs casualties for ‘Vulnerable Road Increased use of Bus satisfaction Transport Focus annual To increase overall levels of particularly for those most by mode of transport Users’ (motorcyclists, cyclists & sustainable transport survey passenger satisfaction in the at risk pedestrians); overall journey from a base of Target: retain proportion in rate 85% (2018) to 95% (2036) of child and 65+ casualties as % of all users Personal safety on the Safety & Security on Transport Focus Bus 20% increase in passenger transport network is Public Transport Survey satisfaction with personal safety improved, and there is less on buses and waiting at stops crime and fear of crime

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Table 12.2 continued: Introduction Strategic Environmental Assessment Targets & Monitoring: Indicators and Targets against JLTP4 Objectives The European Strategic Environmental Assessment (SEA) summary Objective: Create better places (SEA) Directive (2001/42/EC) requires an The SEA process is undertaken in five key stages environmental assessment to be undertaken of any which are: Outcome Indicators Monitoring Methods/ Targets plans or policies that could result in an impact on Datasets l the environment. The overall aim of the SEA process Stage A – Scoping: Setting the context and Access opportunities to Modal share Household surveys Use of JTS forecast modal share is to ensure better protection for the environment, objectives, establishing the baseline and employment and growth to 2036 - see Modal Shift Target population and human health by making decision- deciding on the scope; areas and education is section. makers aware (at an early stage of the JLTP4 l Stage B – Environmental Assessment: provided for all development) the likely effects of the plan on the Developing and refining alternatives and There is a continued Road Safety Highways Road Safety A vision of zero avoidable deaths environment and by seeking to introduce measures assessing effects; reduction in the number (statutory) statutory reporting on on locally managed roads by that can be undertaken either to avoid adverse of road casualties on the Killed or Seriously Injured 2036. l Stage C – Reporting: Preparing the SEA effects or to help improve the environment. transport network (KSI) Not more than 160 KSI incidents Environmental Report; per year by 2025. The SEA does not provide a detailed assessment l Stage D – Consultation: Consulting on the draft 0 KSI incidents per year by 2036. of the schemes listed within JLTP4 but includes programme and the SEA Environmental Report; Road safety for transport Road Safety Road safety reporting – Target: retain proportion of a broad assessment of the likely effects of the and schemes as well as the overall plan. users is improved, (statutory) rates of collisions and KSIs casualties for ‘Vulnerable Road l Stage E – Monitoring: Monitor the significant particularly for those most by mode of transport Users’ (motorcyclists, cyclists & As part of the SEA process, an Environmental Report effects of implementing the plan or programme at risk pedestrians); has been prepared for JLTP4. This provides an on the environment. Target: retain proportion in rate assessment of “the likely significant effects on the of child and 65+ casualties as % environment”. The Environmental Report includes a Environmental baseline of all users Habitats Regulations Assessment, Equalities Impact The SEA Directive and associated UK Regulations Personal safety on the Safety & Security on Transport Focus Bus 20% increase in passenger Assessment and Health Impact Assessment, as well state that the SEA must consider the following transport network is Public Transport Survey satisfaction with personal safety as an assessment of how the JLTP4 option performs improved, and there is less on buses and waiting at stops topic areas: against alternatives; in this case the alternative crime and fear of crime l options are determined to be ‘Retention of JLTP3’ Biodiversity; and ‘Without Plan’ scenarios. l Population; The SEA takes into account the requirements of l Human health; the Paris Agreement through including climatic l Flora and Fauna; factors as one of the environmental baseline topic l areas. Alongside this are the two SEA objectives Soil; to ‘Reduce transport related carbon emissions l Water; in line with national targets’ (SEAO3) and ‘Adapt l Air; transport network to effects of climate change and minimise the vulnerability of transport network to l Climatic factors; flood risk’ (SEAO4). For SEA03 the SEA noted that l Material assets; numerous policies within the JLTP4 will have a l minor or potential major positive effect whilst for Cultural heritage, including archaeological and SEAO4 strategic and major transport infrastructure architectural heritage; schemes will have to be designed to take into the l Landscape; and effects of climate change in line with national policy l The interrelationship between these factors. and best practice design.

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SEA Objectives and key findings l SEAO8: Minimise adverse effects on soils such l Information from the Habitats Regulations authorities have been assessed as being beneficial. Assessment is required to better understand The Scoping Stage, which included statutory as loss, compaction, erosion and pollution from A combination of both adverse and beneficial potential adverse effects on European consultation with Natural England, Historic England transport-related activities’ effects is expected as a result of the JLTP4 in designated sites; combination with the West of England’s Adopted and the Environment Agency, provided the baseline l SEAO9: ‘Protect, and where possible improve, Joint Waste Core Strategy 2011 and the local information on the topics listed above and identified water quality’ l Effects are likely to be both variable across the the SEA Objectives listed below. SEA Objectives are region and dependent upon proximity of the transport plans of the neighbouring authorities. a way of strategically assessing whether the JLTP4 l SEAO10: ‘Minimise waste produced and sensitive receptors to the road network; Scheme design and the relevant consenting has an effect on environmental and social aspects. resources consumed by transport infrastructure processes will provide opportunities to mitigate and operation of transport services’ l There are also uncertainties about route adverse effects and promote enhancements. The policies and interventions (interventions alignments as well as specific design details comprise activities and new schemes) within JLTP4 l SEAO11: Protect and enhance the rich diversity such as use of material and sitting; and Alternatives to JLTP4 were assessed against the SEA Objectives. The key of the historical and cultural environment, its The SEA also considers the impact of adopting l The combined effect of the predicted growth findings of this assessment in terms of potential heritage assets and their setting’ and implementing JLTP4 compared to the likely in the region with the various transport significant effects are summarised at Table 1 of impact of any reasonable alternative scenarios. l SEAO12: Maintain and enhance the quality infrastructure schemes that may go ahead Appendix 1: Summary of Environmental Report. The likely impacts of the plan and the reasonable and character of the built environment and are likely to adversely affect biodiversity, alternatives are identified, described and evaluated. The SEA Regulations require that mitigation landscape’ soils and potentially water quality. This is also measures are considered to prevent, reduce The reasonable alternative scenarios considered as As outlined above, the potential significant effects the case for potential effects on cultural and or offset any significant adverse effects on the part of this JLTP4 assessment, are: and proposed mitigations against these are built environment. Mitigation / enhancement environment of implementing the plan. The outlined in Table 1 of Appendix 1: Summary of measures included as part of the design and l JLTP4 Scenario: this situation considers the measures are known as ‘mitigation’ measures. Environmental Report. implementation of the specific schemes may development and eventual adoption of the Table 1 also sets out the key mitigation measures offset some of the adverse effects. policies contained in the JLTP4; proposed for adverse and uncertain impacts. Generally, the certainty of the assessment has been assessed as being low to medium. The main Cumulative effects l Retention of JLTP3 - This scenario represents The SEA Objectives (SEAO) are listed below: reasons for this are listed below: The SEA Regulations require that cumulative a continuation of existing policies planning l SEAO 1: ‘Improve accessibility for a growing and effects are considered when identifying likely principles and policies outlined in the JLTP3 l Despite the strong commitment to shift journeys ageing population’ significant effects. The type of development document, with the accompanying Major into cleaner and more sustainable transport involved in both JLTP4 and regional and local Schemes programme and priorities packages l SEAO 2: Reduce transport related air pollution’ modes, there are various degrees of uncertainty growth ambitions will result in similar types of with the plan period being extended to cover the with regards to planned actions, programme period up until 2036; l effects and in some locations they will affect SEAO 3: ‘Reduce transport related carbon and funding of some of the interventions; emissions in line with national targets’ the same environmental and other assets. l The “Without Plan” scenario - This scenario l There is uncertainty regarding whether Cumulative effects are therefore expected from the assumes that the JLTP3 is completed with l SEAO 4: ‘Adapt transport network to effects of improvements to the public transport system implementation of these two plans. A coordinated no replacement LTP in place, so no transport climate change and minimise the vulnerability of from the major schemes would be sufficient and supportive approach to mitigation and planning principles, policies or interventions transport network to flood risk’ to counteract traffic growth and associated enhancement between the plans will assist with would be in place. l adverse environmental effects. The implications minimising the likelihood and scale of adverse SEAO 5: ‘Protect and enhance biodiversity and Generally, the Retention of JLTP3 and JLTP4 ecological networks’ of removal of the Severn Crossing Toll could be effects and maximising potential benefits. The significant are still being assessed; development and implementation of the West perform equally in SEA Objectives 1, 2, 4, 7, 8, 9 and l SEAO6: ‘Promote human health’ of England’s Green Infrastructure Strategy has 12. JLTP4 performs better against SEA Objectives l Advanced technologies are currently in early been identified as the environmental strategic 3 and 6, whilst Continuation of JLTP3 performs l SEAO7: Improve road safety, particularly for development stages; framework to facilitate this. better against SEA Objectives 5, 10 and 11. The vulnerable users, and to reduce road casualties’ “Without Plan” performs worst against all the SEA l Uncertainty regarding the rate of climate change The cumulative effect between the JLTP4 and objectives. and the degree to which it will alter weather the Local Air Quality Strategies of the West patterns in the medium and longer term; of England’s and those of the neighbouring

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Habitats Regulations Assessment An HRA should determine whether a plan would Apart from ‘softer’ actions which will occur as a Some uncertainty has also been identified in (HRA) summary adversely affect the integrity of a European site in result of the JLTP4, such as improving information relation to some schemes for which insufficient terms of its nature conservation objectives. Where provision and road safety training, it is the major details are available at this stage to allow As outlined above, a Habitats Regulations negative effects are identified, other options should schemes set out within the plan which will screening. Assessment (HRA) was required to be undertaken be examined to avoid any potential for damaging physically deliver the JLTP4 with regards to, for As LSEs and uncertainty have been identified in the on the JLTP4 major transport schemes that were effects. example, infrastructure development and changes screening stage, the HRA had to progress to the assessed to have a Likely Significant Effect (LSE) to traffic. HRA screening has therefore focussed on ‘Screening’ is the first stage in HRA. If Likely second stage (appropriate assessment) in which on one of the identified Natura 2000 network the major schemes in order to identify the potential Significant Effects (LSEs) on European sites are the potential effects and uncertainty identified in (or ‘European Sites’). ‘European Sites’ are: LSEs on European sites resulting from the JLTP4. identified in screening, measures must be put in screening was to be considered in more detail, candidate Special Areas of Conservation (cSACs), place to avoid them. Further investigation may be A Geographical Information System (GIS) has been including any mitigation already proposed and Special Areas of Conservation (SACs) and Sites necessary to understand how a plan might affect used along with expert judgement to screen the identifying additional mitigation if necessary. of Community Importance (SCIs); and Special the integrity of European sites i.e. Appropriate major schemes for potential LSEs. Protection Areas (SPAs). The National Planning Assessment and to develop effective avoidance It was envisaged that the appropriate assessment Policy Framework also requires proposed SPAs, and mitigation measures (or consider mitigation Screening has identified whether: would need to consider the following potential possible SACs, listed or proposed Ramsar sites, measures already proposed in relation to schemes effects: and sites required to provide compensatory a) The scheme is not likely to have a significant and projects). l measures to be treated as European sites in effect on a European site - no LSE identified; Loss of foraging areas or severance of flyways used by bats; England. The following European sites have been considered b) The scheme is likely to have a significant in the HRA of the WoE JLTP4: l Summaries of the HRA Screening Stage and effect on a European site either alone or in- Increase in recreational pressures; combination with other plans and projects - LSE the following HRA Appropriate Assessment are l Avon Gorge Woodlands SAC; l Spread of diseases; provided below. More information is included in identified; or l Bath and Bradford-on-Avon Bats SAC; l the full assessments, which are published on the c) It is not possible to rule out the risk of Spread of invasive species; JLTP4 section of the travelwest website. l Chew Valley Lake SPA; significant effects on a European site, either l Water pollution; alone or in-combination with other plans and l HRA screening stage summary Mells Valley SAC; projects – LSE identified. l Marine litter; Habitats Regulations Assessment (HRA) is required l Mendip Limestone Grasslands SAC; l of JLTP4 in accordance with Article 6 (3) of the The findings of the screening stage have identified Loss of habitats for birds; EU Habitats Directive1 as transposed into the UK l Mendip Woodlands SAC; LSEs in relation to the following sites: l Physical modification of watercourses; and law by the Conservation of Habitats and Species l l Avon Gorge Woodlands SAC; Regulations 2017 (‘the Habitats Regulations’). North Somerset & Mendip Bats SAC; l Coastal squeeze effects. Habitats Regulations requires an assessment l Bath and Bradford-on- Avon Bats SAC; l River Usk / Afon Wysg SAC; The appropriate assessment would need to reflect (referred to as a HRA) to be undertaken in respect l the strategic nature of the JLTP4 and would make of any plan or project which either alone or in l River Wye SAC; Chew Valley Lake SPA; reference to the appropriate assessment of the combination with other plans or projects would l Rodborough Common SAC; l Mendip Limestone Grasslands SAC; previous regional growth plan – the Joint Spatial be likely to have a significant effect on a site Plan. The JLTP4 appropriate assessment work will designated within the Natura 2000 network (or l l Mendip Woodlands SAC; Salisbury Plain SAC and SPA; commence as soon as possible after consultation European sites) and is not directly connected with, l North Somerset and Mendip Bats SAC; on the screening findings with Natural England. or necessary to, the management of the site. In l Severn Estuary SAC, SPA and Ramsar; 2009, the Department of Transport also issued l Somerset Levels and Moor SPA and Ramsar; l Severn Estuary SAC, SPA and Ramsar; and guidance that local transport authorities need to consider if their Local Transport Plan is likely to l Wye Valley and Forest of Dean Bats SAC; and l River Wye / Afon Gwy SAC. have a significant effect on a European site. l Wye Valley Woodlands SAC.

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HRA Appropriate Assessment: summary Suggested mechanisms for potential effects to The next step is for the recommended mitigation region. Some of the most vulnerable groups will The Appropriate Assessment of the WoE JLTP4 has be mitigated and environmental benefits to be within the report to be responded to and changes particularly benefit, specifically: incorporated into scheme delivery have been made to the JLTP4 by the West of England considered whether adverse effects or uncertain l People with limited or no access to cars; effects on European sites could result, both from put forward in order to avoid the risk of adverse JLTP4 working group. Once mitigation has been the JLTP4 alone and in combination with the WoE’s effects occurring on all European sites. The HRA is incorporated within the JLTP4 it will then be l People with respiratory illnesses, and those previous regional growth plan, the Joint Spatial strategic in nature, acknowledging that there is a possible to conclude the Appropriate Assessment of more susceptible to poor air quality (children Plan, as well as other plans and projects in or near need for further detailed, specific assessments of the JLTP4 except the MetroWest Phase 1 scheme. and young people and older people); and to the plan area. The assessment has taken into impacts and mitigation requirements at the local The final conclusion of the JLTP4 Appropriate l People that require access to employment, consideration mitigation measures put forward level (through the preparation of new Local Plans Assessment would be reached in 2021 once a education, health and/ or other services. within the Appropriate Assessment of the then WoE and their HRAs and the development consent decision has been made on MetroWest Phase 1. Joint Spatial Plan. An Appropriate Assessment of process). Mitigation Requirements Although positive, the Equality Impact Assessment the new regional growth plan will be worked on However, the MetroWest Phase 1 scheme would concluded that there still possible adverse impacts alongside this (JLTP4) Appropriate Assessment in A series of mitigations requirements have that would be felt by people who are reliant on result in the direct loss of up to 0.71ha of woodland been identified by the JLTP4 HRA Appropriate due course. within the Avon Gorge Woodland SAC and therefore the use of a car (such as people with a disability), Assessment and as a result have been added particularly if charging is introduced, or those with Several European sites could be affected by a an adverse effect on this SAC remains following to the plan to strengthen it. A summary of all limited mobility who are unable to participate in number of different transport schemes as follows: mitigation. No feasible alternatives to this scheme mitigations can be found at Table 14.1 in the active travel (such as older people of people with a have been identified. It is therefore necessary final HRA Appropriate Assessment Report on l The Avon Gorge Woodlands SAC could be disability). for this scheme to proceed to the ‘IROPI test’ the JLTP4 section of the travelwest website. affected by the direct loss of habitat as a result (Imperative Reason of Overriding Public Interest). The resulting updates to the plan, including all The full Equalities Impact Assessment can be found of the MetroWest Phase 1 scheme; If the UK is still subject to the Habitats Directive at comments from the consultation period regarding at Appendix C of the JLTP4 Environmental report the time the application for the MetroWest Phase 1 l The North Somerset and Mendip Bats SAC could the environmental effects of the plan, will also be on the travelwest website (https://travelwest.info/ is determined (expected to be 2021) then consent potentially be affected by a number of different published on the JLTP4 section of the travelwest projects/joint-local-transport-plan). may be granted following consultation between the schemes and the adverse effects could relate website in Spring 2020 as part of the SEA Government and the European Commission. If the to fragmentation of bat commuting corridors Statement. UK is no longer subject to the Habitats Directive Health Impact Assessment (HIA) and loss of bat foraging areas and recreational then it is expected that the decision would be made pressure; summary by the Secretary of State. Compensation measures, Equalities Impact Assessment (EqIA) Health Impact Assessment is a systematic l The Bath and Bradford Bats SAC could similarly included planting of additional woodland, would be summary approach to identifying the differential health and be affected by a number of schemes in relation provided if the IROPI test is passed. At this stage, Equality Impact Assessment considers the impact wellbeing impacts, both positive and negative, of to fragmentation of bat commuting corridors it is therefore not possible to conclude no adverse of a project or policy on persons or groups of projects and plans. and loss of bat foraging areas; effect on the integrity of the Avon Gorge Woodland persons who share characteristics which are SAC as a result of The single greatest potential health outcome of the l The Mendip Limestone Grasslands SAC protected under section 4 of the Equality Act 2010 draft Joint Local Transport Plan has been assessed could be affected by a number of cycle route MetroWest Phase 1 (“protected characteristics”) and might also include as the indirect health benefits from improved schemes and adverse effects could result from others considered to be vulnerable within society With the exception of the MetroWest Phase 1 access to, and accessibility of, transport options. recreational pressure; and scheme, provided that the mitigation measures such as low-income groups. It is an information gathering tool which enables decision makers These benefits have been assessed as being of l The Severn Estuary SAC, SPA and Ramsar site identified within Chapters 5 to 12 of the full HRA long-term, permanent, major benefit for all groups. Appropriate Assessment report are incorporated within public bodies to implement their equality could potentially be affected by a number of duty under the Equality Act 2010. The Equality In addition, the proposed development has been schemes and adverse effects could result from within the JLTP4, it should otherwise be possible to assessed as providing indirect health benefits as conclude that the JLTP4 will not have an adverse Impact Assessment concluded that the JLTP4 loss of habitats used by birds, recreational should have a positive impact on the general public a consequence of improving air quality in urban pressure, water pollution and physical effect on the integrity of all other European sites, areas, encouraging greater physical activity either alone or in combination with other plans and that are living, working or visiting the West of medication of watercourses impeding migration England by providing a safer, resilient, sustainable through active travel, and providing economic and of fish. projects. The assessment can be found in full on employment benefits in the region. the JLTP4 section of the travelwest website. and convenient transport opportunities for the

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In contrast to the beneficial impacts above, Monitoring and next steps Active travel Carbon footprint the draft Joint Local Plan has been assessed Using your own power to travel, such as cycling The total greenhouse gas emissions caused as potentially contributing to adverse health The SEA Regulations require that monitoring is and walking. It also includes walking or cycling directly and indirectly by an individual, outcomes as a consequence of potential noise undertaken on a plan so that the significant effects as part of a longer journey. Active travel helps to organisation, event or product, expressed as a impacts. Potential moderate adverse health of implementation can be identified and remedial increase physical activity levels which has a range carbon dioxide equivalent. See also: Carbon dioxide, outcomes were predicted as a result of an unlikely action imposed. A monitoring framework for the of health benefits and can play a role in reducing Greenhouse gas reduction in traffic on transport networks despite SEA has been developed following consultation congestion and air pollution. improvements to the road networks and public on this SEA. A number of indicators have been City region transport provisions in the region. These potential identified as relevant to the potential impacts of Air Quality Management Area (AQMA) The functional area around a city or large town. adverse effects would be scheme and location the JLTP4 on the SEA objectives and are included Areas designated by local authorities where air specific and the implementation of mitigation within the JLTP4 monitoring framework. Details quality improvements are required to meet national Clean Air Zone (CAZ) measures associated with Policy N1 and / or the of this monitoring framework will be included in air quality objectives. Local authorities are required A defined area where measures are taken to Environmental Impact Assessment process (where the SEA Statement, which will be available on the to produce an air quality action plan describing the improve air quality, deliver improved health relevant) are likely to reduce their impact. These JLTP4 section of the travelwest website in Spring measures it will put in place to reduce pollution in benefits, whilst supporting economic growth. adverse health effects associated with noise are 2020. the AQMA. considered temporary, as improvements might be Given the links between JLTP4 and residential Climate change made through technological development. & employment growth planning in the West of Benchmarking The change in global climate patterns largely The full Health Impact Assessment can be found England, a coordinated approach to monitoring The use of performance indicators and other attributed to increased levels of carbon dioxide at Appendix D of the JLTP4 Environmental report both plans will be explored. metrics to compare performance results against a produced by the burning of fossil fuels. See also: on the travelwest website (https://travelwest.info/ reference point, especially between organisations Carbon dioxide projects/joint-local-transport-plan). (and local authorities) with similar characteristics. Climate Emergency Business rates The recognition of scientific consensus that SEA consultation A supplement levied by local government on climate change is a significant threat to humanity The SEA Environmental Report was made available non-domestic rate payers which is used to fund and represent a commitment to reduce or halt for consultation and public comment at the same additional investment to promote economic climate change to avoid potentially irreversible time as the draft plan or programme back in development. environmental damage resulting from it. The West of England Combined Authority and all of February & March 2019, as an integral part of Capital delivery the consultation process. The SEA Environmental the West of England authorities declared climate Report and a separate Non-Technical Summary is Capital spending refers to major purchases spent emergencies in 2019. on a physical asset or major physical infrastructure still available on the travelwest website https:// Combined authority travelwest.info. or services, usually being built or bought from new. The life of this spending is beyond the current A combined authority is a legal structure accounting period. Examples of capital spending that enables two or more local authorities to could be on a new bus infrastructure, such as bus collaborate and make collective decisions across lanes, as well as purchasing the buses, seen in council boundaries. metrobus. Community Infrastructure Levy (CIL) Carbon dioxide (CO2) A tariff-based charge paid by developers to local A gas produced and released into the atmosphere authorities to fund strategic infrastructure. CIL when fossil fuels such as petrol and diesel are money does not need to be used to provide burned. See also: Carbon Footprint, Climate change infrastructure on the same site it is collected from. See also: Section 106

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Glossary continued

Connected and Autonomous Vehicles (CAVs) Heavy rail W12 (largest containers). The movement of freight Masterplan Vehicles, also referred to as driverless cars, which A term for the conventional railway system to by rail relies on there being a loading gauge large An overarching planning document which includes incorporate a range of technologies allowing them distinguish it from light rail or tram systems. enough to accommodate the wagons/containers. analysis and recommendations for a site or area’s to communicate with and draw information from population, economic development, housing, their environment to enable the safe, efficient Intelligent Transport Systems (ITS) Local authority transportation and other land uses. movement of people and goods. The use of information and communication A local government organisation. In England there technologies applied to road transport, may be either one or two tiers of local government. Mode shift Core cities infrastructure, vehicles and users to improve the A two-tier structure includes a County Council as A percentage change in the use of different A network of eight major regional cities, including efficiency of transport across a range of situations. the upper tier and a District Council as the transport modes. When one transport mode Bristol, forming a strategic partnership to enhance becomes more advantageous than another over their economic performance and international Joint Spatial Plan (JSP) lower tier. Local authority responsibilities include the same route or market, a modal shift is likely to competitiveness, with a particular focus on A statutory document which provides the strategic strategic land use planning, and highways and take place. The advantages of modal shift can be transport and connectivity, climate change, and overarching framework to guide housing, transport. cost, convenience, speed or reliability. sustainability. employment and infrastructure over a defined period within the combined authority area. See Local Plan Multimodal Core Strategy also: Combined authority A statutory planning document which sets out the Combining different transport options, such as A compulsory and key strategic document in a vision and framework for future development cycling and rail, to form one single trip. Local Plan which includes: the evidence base Joint Transport Study (JTS) for an area’s main social, physical and economic A report assessing current transport issues which within a local planning authority area. It addresses Nitrogen dioxide (NO2) characteristics; its key strategic issues; and policies is used to inform high level strategy for the long- housing, economy, community and infrastructure A gaseous pollutant caused by motor vehicles. See and is used as a tool to guide decisions about to shape the development and use of land in that term development of a transport system over a also: NOX area. See also: Local Plan defined period in a combined authority area. See development proposals. See also: Core Strategy NOX also: Combined authority MaaS (Mobility as a Service) Enterprise Zone/Enterprise Area A generic term for the nitrogen oxides that are Areas across England that provide tax breaks and Key Route Network (KRN) A shift away from privately owned vehicles towards most relevant for air pollution, namely nitric oxide a model where different transport modes are receive government support as part of a wider A defined network of highway routes that (NO) and nitrogen dioxide (NO2). NOX gases are government strategy to support business and contributes to economic growth by serving the consumed as an on-demand service through a produced during the combustion of hydrocarbon enable local economic growth. main flows of people, goods and services, and single (online) platform. For example, the concept fuels in diesel and petrol-powered vehicles. In of paying for a weekly travel pass that includes provides connections to the national Strategic Road areas of high motor vehicle traffic, NOX can be a Greenhouse gas Network. See also: Strategic Road Network and bike hire, car hire, bus and train travel. significant source of air pollution. A gas which absorbs solar radiation contributing Major Road Network Major Road Network (MRN) to the greenhouse effect which leads to global Open data warming and climate change. Light rail The most strategic local routes in England, Data which anyone can access, use and share. For A form of urban rail transport which operates commonly A roads, for which local (unitary) example, data obtained from journey planning tools Gross Domestic Product (GDP) at a higher capacity to a tramway, often on an authorities are responsible. See also: Key Route and ticket sales can provide an understanding of An economic measure of the total value of all final exclusive right of way, and serving parts of a large Network and Strategic Road Network travel behaviour and support the identification and goods made and services provided within a country development of measures that influence future metropolitan area. See also: mass transit Mass transit during a specific time period. travel demand and mobility networks. Loading gauge A form of public transport to satisfy higher Gross Value Added (GVA) Refers to the size of freight wagons and containers potential trip demand, featuring limited stops, high Private Hire Vehicle An economic measure of the value of goods and that can travel on a section of railway track. capacity and attractive, reliable journey times. It is A vehicle with fewer than eight seats that is only services produced in an area, industry or sector. Network Rail uses a W loading gauge classification usually rail based, such as trams or light rail above allowed to carry passengers with pre-arranged system for freight ranging from W6A (smallest ground, or underground trains. bookings and is therefore different to taxis wagons) through W7, W8, W9, W9Plus, W10, W11 to (hackney carriages).

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Appendix 1: Summary of Glossary continued Environmental Report

Rapid transit Supplementary Planning Documents (SPDs) West of England Joint Local Core to the delivery of the JLTP4 will be the Major Public transport on a high-quality bus-based Documents which expand upon and support Local Transport Plan (JLTP4) Strategic Schemes programme. The Major Schemes were grouped as follows: vehicle, with twin doors and ultra-low emissions, Plan policies with more detailed guidance. See Environmental Assessment (SEA) – which is often segregated from general traffic also: Local Plan l Transformational – including a mass transit through bus lanes or bus-only alignments. Offers Key Findings (November 2018) Sustainable transport network a significant increase in the quality and speed of The councils making up the West of England are public transport, including off-board ticketing. E.g. Forms of transport which have lower currently updating their Joint Local Transport Plan l Mitigate Joint Spatial Plan growth – including metrobus environmental impact than single occupancy car 3 (JLTP3) into what is known as the “JLTP4”. The corridor scheme packages use. It includes walking, cycling, public transport, objectives of JLTP4 are to: l Real Time Information Park & Ride, and car-sharing. Early investment schemes – including The use of vehicle location systems to l Support sustainable economic growth MetroWest automatically update service information about Unitary authority (UA) l Enable equality and improve accessibility l Schemes under development – studies funded whether services are running to time. Passengers A type of local authority with a single tier by the West of England can access this information through web responsible for local government functions within l Address poor air quality and take action against applications and at public transport stops. its area. climate change l Other long-term opportunities

Section 106 (S106) Urban Living l Contribute to better health, wellbeing, safety A Strategic Environmental Assessment (SEA) is and security being prepared alongside the JLTP4. SEA is a A financial contribution made by developers to The principle of significantly increasing densities in process required by law for certain types of plan pay for the infrastructure necessary to make their urban areas to create compact urban areas where l Create better places or programme, such as a local transport plan. The development acceptable in planning terms. See people can live, work, socialise and easily access overall aim of the SEA process is to ensure better The overall aim is to provide a well-connected also: Community Infrastructure Levy amenities, with good access to public transport. protection for the environment, population and sustainable transport network that offers greater human health by making decision-makers aware Smart city West of England realistic travel choices and makes walking, cycling at an early stage of the likely significant effects and public transport the natural way to travel. An urban area which uses different types of The four local authority areas of Bath & North of the plan on the environment and by seeking to Policies and interventions under the new JLTP4 are electronic data collection sensors to supply East Somerset Council, Bristol City Council, North introduce measures that can be undertaken either structured around improving connectivity at four information which can then be used to efficiently Somerset Council, and South Gloucestershire to avoid adverse effects or to help improve the levels: manage assets and resources. This includes data Council. environment. collected from citizens, devices and assets and can l Beyond the West of England – strategic road be applied to traffic, transport, and other systems. Ultra Low Emission Vehicle (ULEV) In compliance with the Conservation of Habitats and rail, port and airport Vehicles that use low carbon technologies, fuelled and Species Regulations 2017, an Appropriate Smart ticketing/Smartcard/travelwest card by electricity or hydrogen, to reduce the amount l Within the West of England – between the urban Assessment (AA) of JLTP4 is also being carried An electronic form of pre-payment ticket for use of pollutants emitted. They commonly have areas, longer than 10km out. The first stage (screening) of the assessment on buses and other forms of public transport with rechargeable batteries which are used to store has identified a number of likely significant effects l the possibility of also being used to pay for other energy Local – up to 10km on European sites and therefore it is necessary to transport services. It is sometimes referred to as l Neighbourhood – journeys within local advance to the full AA stage. Please refer to the an ‘electronic purse’. communities Habitats Regulations Screening Stage Summary prepared by ClearLead for further information. Strategic Road Network (SRN) Central to this is the major schemes programme An Equalities Impact Assessment and a Health The network of 4,300 miles of motorways and based around the West of England’s Joint Transport Study (JTS). The JTS was developed Impact Assessment of the JLTP4 have also been major A-roads in England, which carries 30% of undertaken and have informed the SEA process. all traffic and 60% of freight and business traffic. as part of the supporting technical work to the It is managed by Highways England. See also: Key previous regional growth plan, West of England Route Network and Major Road Network Joint Spatial Plan (JSP).

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Appendix 1: Summary of Environmental Report continued

The SEA process is undertaken in five key stages Table 1 JLTP4 SEA Objectives, potential significant effects and mitigation which are: SEA OBJECTIVE POTENTIAL SIGNIFICANT EFFECTS MITIGATION l Stage A – Scoping: Setting the context and (SEAO) objectives, establishing the baseline and SEAO 1: ‘Improve Most of the policies and interventions included There is a need to ensure that services and deciding on the accessibility for in the JLTP4 aim at improving accessibility employment or education opportunities are a growing and which aligns with this SEA Objective resulting accessible by those with limited mobility. l Stage B – Environmental Assessment: aging population in likely long term major beneficial effects. Charging should not result in creating Developing and refining alternatives and a barrier to employment or education assessing effects opportunities, particularly for those who are unemployed or on low income. l Stage C – Reporting: Preparing the SEA Environmental Report Strategic and major schemes will be delivered through the appropriate consenting process l Stage D – Consultation: Consulting on the draft and will need to be subject to assessments programme and the SEA Environmental Report including health and equalities assessments. Detailed mitigation and enhancement l Stage E – Monitoring: Monitor the significant opportunities will be developed as part of the effects of implementing the plan or programme design and consenting process. on the environment SEAO 2: Reduce Many of the policies and interventions within Public transport vehicles should be of high transport related JLTP4 have the potential to reduce traffic modern standards to utilise alternative fuels The SEA Directive and associated UK Regulations air pollution’ congestion and associated air pollution. Major where possible and minimise emissions. state that the SEA must consider the following long-term beneficial health effects on urban Where schemes/initiatives are time limited, topic areas: Biodiversity; Population; Human population are therefore expected from new replacement measures need to be health; Flora and Fauna; Soil; Water; Air; Climatic policies and interventions which encourage implemented to maximise the opportunity for factors; Material assets; Cultural heritage, modal shift away from private car use and benefits over time. including archaeological and architectural heritage; those that promote active travel. Promoting exposure reduction and ensure Landscape; and the interrelationship between Minor adverse health effects for population that any new road links are isolated from these factors. near strategic road network, and those close vulnerable receptors, would reduce the to new proposed road links are expected from The Scoping Stage, which included statutory harmful effects of the policies promoting policies promoting additional road links or additional road links or upgrading local and consultation with Natural England, Historic upgrading local and strategic road network. 1 strategic road network. England and the Environment Agency , provided Future cleaner technologies may play a key Strategic and major schemes will be delivered the baseline information on the topics listed above role in reducing the amount of air pollution through the appropriate consenting process and identified the SEA Objectives listed in Table 1. from transport in the longer term. and will need to be subject to Environmental The policies and interventions within JLTP4 were Impact Assessment (EIA) and other assessed against the SEA Objectives. The key relevant environmental legislation. Detailed findings of this assessment in terms of potential mitigation and enhancement opportunities significant effects and mitigation are summarised will be developed as part of the design and in Table 1: consenting process at the scheme level.

1 Consultation response from Environment Agency was still outstanding at the time of writing.

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SEA OBJECTIVE POTENTIAL SIGNIFICANT EFFECTS MITIGATION SEA OBJECTIVE POTENTIAL SIGNIFICANT EFFECTS MITIGATION (SEAO) (SEAO) SEAO 3: ‘Reduce Numerous policies within the LTP4 will have a Public transport vehicles should be of high SEAO 5: ‘Protect Policies and interventions involving strategic The WoE JSP committed the authorities to transport related minor or potential major positive effect on this modern standards. and enhance and major transport infrastructure schemes develop a WoE Green Infrastructure (GI) carbon emissions SEA objective. However, there is significant Where schemes / initiatives are time limited, biodiversity have been identified as having adverse Plan and to delivering a ‘net gain’ for the in line with uncertainty in the assessment. Most of the new replacement measures need to be and ecological effects on this SEA Objective, some of environment. The Green Infrastructure national targets’ polices require a modal shift away from implemented to maximise the opportunity for networks’’ them potentially major adverse. European Strategy, currently under preparation, private car use, to more sustainable mode of benefits over time. designated sites are particularly sensitive will identify the strategic measures and transports (e.g. bus, rail, tram, cycling). receptors. mechanisms to support, guide and implement Strategic and major schemes will be delivered the delivery of environmental commitments Success of the policies in the long term will through the appropriate consenting process The Habitats Regulations Screening exercise set within future strategic planning and Local depend upon whether traffic growth can be and will need to be subject to EIA and other has identified some likely significant effects Plans, including mitigation for protected curbed and whether the required behavioural relevant environmental legislation. Detailed of major schemes on European sites and sites. Further development of GI Plans at an change associated with a shift towards mitigation and enhancement opportunities therefore it is going to be necessary to authority level should also reflect schemes sustainable travel modes takes place. will be developed as part of the design and advance to the appropriate assessment (AA) within this JLTP4. consenting process at the scheme level. stage of HRA. The assessment of the effects on this SEA objective are preliminary and will All strategic and major schemes will be SEAO 4: ‘Adapt It is expected that new transport Strategic and major transport infrastructure need to be informed by the findings of the HRA delivered through the appropriate consenting transport infrastructure will be designed to be more schemes will have to be designed to take AA. Please refer to the Habitats Regulations process and will be subject to EIA and network to resilient to climate change than existing into the effects of climate change in line with Screening Stage Summary prepared by relevant environmental mitigation. Detailed effects of climate transport infrastructure. However, the low- national policy and best practice design such ClearLead for further information. mitigation and monitoring measures will be change and lying nature of much of the sub-region, and its as CIRIA Report C753 The SuDS Manual. developed as part of the EIA process. it is minimise the coastal and tidal location, mean flood risk is Additionally, all strategic and major schemes recommended that major schemes have a vulnerability likely to be an increasing concern. will be delivered through the appropriate Construction Environmental Management of transport The potential effects of climate change and consenting process and will be subject Plan (CEMP). network to flood sea level rise are of particular relevance in to Flood Risk Assessment (FRA) and EIA. The Habitats Regulation AA will provide risk’ the areas of the sub-region most affected Detailed mitigation and enhancement the information with regards to mitigation by flooding. The potential effect of policies opportunities will be developed as part of the associated with potential significant effects on and interventions involving new major design and consenting process at the scheme European sites. infrastructure has been identified as uncertain level. SEAO6: ‘Promote Most of the policies and interventions included All strategic and major schemes will be at this SEA level. Policies and interventions Use of information regarding weather human health’ in the Draft JLTP4 have as key objective delivered through the appropriate consenting aimed at improving connectivity at local conditions and impact on travel can benefit promoting more sustainable and active modes process and will be subject to EIA which level and neighbourhood levels have been transport users. assessed as having mainly neutral effects on of travel which would result in likely long- includes assessment of health. Detailed this SEA objective. term benefits on human health. Encouraging mitigation and monitoring measures to more journeys to be made by active travel minimise potential adverse effects will modes improves physical and mental health, be developed as part of the EIA process. quality of life and the environment. Direct Enhancement opportunities should also be beneficial effects on human health would considered as part of the development and result from increased physical activity consenting process of the larger schemes. whilst indirect effects may derive from less Any charging scheme should consider congested roads as well as improved access exemptions for drivers with specific need, to services and opportunities which may those on low income or unemployed tackle some of the inequality issues which seeking access to employment or education may also underlain health issues. Beneficial opportunities. effects might be offset by increased noise, air pollution and / or severance resulting from some of the proposed strategic road and rail improvements.

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SEA OBJECTIVE POTENTIAL SIGNIFICANT EFFECTS MITIGATION SEA OBJECTIVE POTENTIAL SIGNIFICANT EFFECTS MITIGATION (SEAO) (SEAO) SEAO7: Improve The majority of polices will have a positive Where schemes / initiatives are time limited, SEAO9: ‘Protect, Policies and interventions involving major Detailed design should follow best practice road safety, impact on improving road safety. Particularly, new replacement measures need to be and where transport infrastructure schemes have been guidance such as that provided within CIRIA particularly for Policy W2 (which improves the road safety for implemented to maximise the opportunity for possible improve, identified as having potential to result in Report C753 The SuDS Manual. The guidance vulnerable users, motorcyclists), Policy L1 (through providing benefits over time. water quality’ adverse effects on this SEA Objective. The covers the planning, design, construction and to reduce education for cyclists) and Policy L2 (using Road safety camera enforcement provides quality of water in rivers, streams, rhynes and and maintenance of Sustainable Drainage road casualties’ education and implementation of cycle lanes opportunity for driver education. Targeting ditches can be affected by the construction of Systems (SuDS) to assist with their effective etc.) will all have a long-term major positive road safety campaigns at motorcyclist transport infrastructure as well because of implementation within both new and existing impact on the SEA objective. safety. Motorcyclists are disproportionally its operation through pollution and accidental developments. It looks at how to maximise represented in road accident statistics. spillages. It is expected, however, that new amenity and biodiversity benefits and deliver transport infrastructure will be designed the key objectives of managing flood risk and New projects should be subject to safety following current best practice guidance and water quality. audit checks and aim to improve road safety hence should include mitigation measures through design. As noted under SEAO 5 above, further inherent to the scheme design. Overall, the development of GI Plans at an authority SEAO8: Minimise Policies and interventions involving major As noted under SEAO 5 above, further potential effect on this SEA objective has been level should also reflect schemes within this adverse effects transport infrastructure schemes have been development of GI Plans at an authority level assessed as being uncertain for those policies JLTP4. All strategic and major schemes on soils such as identified as having adverse effects on this should also reflect schemes within this JLTP4. involving major infrastructure works. There will be delivered through the appropriate loss, compaction, SEA Objective. Strategic and major road and All strategic and major schemes will be is the potential for adverse effects but also consenting process and will be subject to erosion and rail infrastructure schemes would result in delivered through the appropriate consenting opportunities for beneficial effects through EIA and relevant environmental mitigation. pollution from direct adverse effects on soils in terms of process and it is recommended that major improved drainage design. Detailed mitigation and monitoring measures transport-related loss and compaction where these are to be schemes have a CEMP. This would include will be developed as part of the EIA process. activities’ delivered on undeveloped land. Operational mitigation and monitoring measures to it is recommended that major schemes have effects may result in pollution, erosion and avoid and minimise the degradation of soil a CEMP. increased run-off. resources. SEAO10: Generally, policies and interventions under Seek to make best use of existing Due to the relative permanence and ‘Minimise waste consideration seek to make good use of infrastructure to minimise resource irreversibility of soil loss, the potential produced and existing infrastructure whilst new schemes consumption and waste generation before effect should be regarded as significant. resources would be designed in line with relevant constructing new facilities. Transport schemes to be delivered on consumed policy and legislation aimed at minimising the previously developed land would result in Ensure scheme design incorporates by transport production of waste and making sustainable beneficial effects through the remediation of sustainable use of materials as well as infrastructure use of resources. However, JLTP4 comprises contaminated soils. measures to minimise future maintenance and operation major new transport infrastructure which requirements. of transport will result in significant use of materials For construction projects, a Site Waste services’ such as aggregates and generation of waste. Management Plan (SWMP) should be Interventions aimed at promoting alternative implemented. New development can be modes to private car would reduce reliance designed to increase the potential for on fossil fuels. The overall effect on this SEA recycling waste. objective is likely to be adverse. New transport modes should use sustainable fuels (electric). There should also be modal shift to public transport and active travel from car use.

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Appendix 1: Summary of Environmental Report continued

SEA OBJECTIVE POTENTIAL SIGNIFICANT EFFECTS MITIGATION The SEA Statement shows how the JLTP4 was soils and potentially water quality. This is also (SEAO) updated to reflect the mitigations requirements the case for potential effects on cultural and SEAO11: Protect In the short and medium term, the The JLTP4 provides an opportunity to improve identified by the SEA and shown in the table above. built environment. Mitigation / enhancement and enhance the construction of strategic and major schemes the setting and integrity of the WoE’s historic This will be completed post adoption of JLTP4 and measures included as part of the design and rich diversity is likely to adversely affect heritage. However, places, and ensure future development is published on the JLTP section of the travelwest implementation of the specific schemes may of the historical some policies (W5 and W1) are likely to reduce appropriately considered and designed to website. offset some of the adverse effects. and cultural pressure from traffic in the cities of Bath and respond to local context. environment, its Bristol and therefore reduce impacts on their Generally, the certainty of the assessment has The following alternative scenarios were also Good design (following best practice been assessed as being low to medium. The main assessed against the SEA Objectives: heritage assets cultural heritage assets. Due to the relative guidance such as Highways England – the reasons for this are listed below: and their setting’ permanence and irreversibility of damage to road to good design (2018)), and cultural l Continuation of JLTP3 (with period plan heritage assets, the potential effects (both heritage assessments (as part of EIA where l Despite the strong commitment to shift journeys extended to cover the period up to 2036) adverse and beneficial) should be regarded as appropriate) should be required for all into cleaner and more sustainable transport significant. l strategic and major schemes to minimise modes, there are various degrees of uncertainty The “Without Plan” Scenario potential adverse impacts and maximise with regards to planned actions, programme opportunities for benefits. Continuation of JLTP3 and JLTP4 perform and funding of some of the interventions equally in SEA Objectives 1, 4, 7, 8, 9, 10 and 12. SEAO12: Maintain Noise and congestion from traffic can Good design (following best practice guidance and enhance seriously degrade the quality of the urban such as Highways England – the road to good l There is uncertainty regarding whether JLTP4 performs better against SEA Objectives the quality and environment. The policies which are likely to design (2018)), and landscape/townscape improvements to the public transport system 3 and 6, whilst Continuation of JLTP3 performs character of the have the most positive on this SEA objective and visual assessments (as part of EIA from the major schemes would be sufficient better against SEA Objectives 2, 5 and 11. The built environment are those which limit opportunity for private where appropriate) should be required in to counteract traffic growth and associated “Without Plan” performs worst against all the SEA and landscape’ car use within urban centres and free up all strategic and major schemes to minimise adverse environmental effects. The implications objectives. space for other activities and improvements to potential adverse impacts and maximise of removal of the Severn Crossing Toll are a key Cumulative effects: the urban realm. opportunities for benefits. unknown Impacts from major schemes are likely to be Design the proposed infrastructure sensitively The JLTP4 is intrinsically linked to future strategic on green belt land around the urban fringes. to reduced visual impact and to include l Advanced technologies are currently in early planning. The type of development involved in Introduction of new infrastructure would effective landscaping schemes to soften any development stages both plans will result in similar type of effects result in negative impacts on the landscape in major structures. and in some locations they will affect the same l Uncertainty regarding the rate of climate change terms of visual impacts and increased noise It is recommended that signage and environmental and other assets. Cumulative effects during construction and operation. Major infrastructure for pedestrians and cyclists and the degree to which it will alter weather are therefore expected from the implementation development schemes also have the potential is designed to be sympathetic to the local patterns in the medium and longer term of these two plans. A coordinated and supportive to have impacts on landscape setting. distinctiveness whilst remaining clear, visible l Information from the Habitats Regulations approach to mitigation and enhancement and informative. Assessment is required to better understand between the plans will assist with minimising Further development of The West of England’s potential adverse effects on European the likelihood and scale of adverse effects and GI Plans at an authority level should also designated sites maximising potential benefits. The development reflect schemes within this JLTP4. and implementation of the WoE GI Plan has A modal shift away from car use is needed to l Effects are likely to be both variable across the been identified as the environmental strategic maximise the potential beneficial impacts of region and dependent upon proximity of the framework to facilitate this. The cumulative effect JLTP4 on this SEA objective. sensitive receptors to the road network between the JLTP4 and the Local Air Quality Measures to discourage car use within urban l There are also uncertainties about route Strategies of the WoE authorities have been centres should be pursued to maximise use assessed as being beneficial. A combination of of alternative modes provided and to reduce alignments as well as specific design details such as use of material and sitting both adverse and beneficial effects is expected traffic congestion and noise. as a result of the JLTP4 in combination with the l The combined effect of the predicted growth WoE Adopted Joint Waste Core Strategy 2011 in the region with the various transport and the local transport plans of the neighbouring infrastructure schemes that may go ahead authorities. are likely to adversely affect biodiversity, 166 167 Joint Local Transport Plan 4 2020-2036 March 2020

Appendix 2: Appendix 1: Summary of Environmental Report continued Scheme Summary Table – categories

Monitoring: Connectivity Timescale The SEA Regulations require that monitoring is l undertaken on a plan so that the significant effects Beyond the West of England – schemes that The indicative timescale for implementation of the of implementation can be identified and remedial improve journeys into and out of the West of scheme is shown as follows: England, including to other areas in the South action imposed. A monitoring framework for the l Short – by 2021 SEA will be developed following consultation on West, South Wales, national and international l this SEA. Given the links between JLTP4 and future l Within West of England – a scheme that Medium – by 2026 strategic planning, a coordinated approach to improves other journeys wholly within the West l Long – by 2036 monitoring will be considered. of England, but longer than approximately 10km, including those between main urban areas Next Steps: Type of scheme The SEA Environmental Report will be made l Local – a scheme that improves journeys of up l T – Transformational available at the same time as the draft plan or to approximately 10km, including all journeys programme, as an integral part of the consultation wholly within one urban area and those between l C – Committed early investment scheme process neighbouring rural areas, and rural and urban areas. Many of these schemes will also benefit l E – Early investment scheme under neighbourhood connectivity development l LP – Local Plan Principal Mode l L – Other longer-term opportunities l Active Travel – cycling and walking Scheme type and priority are subject to change l Freight – by rail, road or water based on the timing and purpose of emerging funding opportunities, such as Central Government l Highway – schemes that benefit all motor bidding windows and developer contributions. vehicles l Multimodal – schemes that benefit a number of principal modes l Public Transport – local bus, metrobus, mass transit, Park & Ride, rail l Other – other modes or supporting measures

Cost Level The indicative cost level (current prices, including risk allowance) is provided as follows: l Low – up to £50m l Medium – £50m to £200m l High – more than £200m

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Appendix 3: Appendix 2: Scheme summary table categories continued Major scheme details

Transformational Major Schemes

Ref Mass Transit Scheme Details T1 Bristol City Centre Segregated mass transit route connecting Bristol Airport and South Bristol with to Airport city centre. Through the current mass transit studies and the Bristol South West Economic Link project (BSWEL) (see Scheme Ref. E1), various options are being considered for assessment. Those options which perform well against an initial set of criteria will then be developed into more detailed option variants for further assessment. Options are being considered for bus, metrobus, tram, tram-train, mass transit (fully segregated underground running) and heavy rail. Route to be determined balancing maximising patronage against engineering costs. The heavy rail option assessment includes a potential heavy rail link from Bristol Temple Meads. T2 Bristol City Centre A mass transit route providing high frequency, high capacity and fast public to Bath transport services between Bristol and Bath. The route from Hicks Gate to Bristol will be facilitated by diversion of traffic onto the Callington Road Link to enable reallocation of roadspace from car to public transport within Bristol. Careful consideration of routing options and future management of roadspace between Bristol and Bath, will be required. In the short term metrobus would provide mass transit along the corridor from Bristol to Bath, and in the longer term there is an ambition for light rail. T3 Bristol City Centre A dedicated, segregated mass transit route providing high frequency, higher to East Fringe capacity and faster public transport services connecting central Bristol and the East Fringe and associated infrastructure to provide a high-quality passenger experience. Sections of the dedicated route would probably need to be delivered below surface due to highway capacity constraints on the A420 and A432 corridors and environmental constraints on the Bristol-Bath Railway Path. It includes the A420/Ring road Park & Ride site(s). T4 Bristol City Centre A dedicated, segregated mass transit route providing high frequency, higher to North Fringe capacity and faster public transport services between central Bristol, North Bristol and the North Fringe with associated infrastructure to provide a high quality passenger experience. Constraints on the A38 Gloucester Road and other corridors mean that an underground alignment should be considered as one of the options to fully achieve the scheme objectives. This scheme would be complementary to the North Fringe – Hengrove metrobus scheme currently being delivered and the planned MetroWest programme. T5 Bath city centre Introducing light rail in Bath city and environs. Given the environmental and and corridors physical constraints trams should be one of the options considered. All key routes will be considered including: – A367 Odd Down – Newbridge – either along the A4 or A36 integrating with the new rapid transit corridor between bath and Bristol – Lansdown from the north of Bath – A4 from the east of Bath

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Appendix 3: Major scheme details continued

Early investment schemes in progress (committed projects) Early investment schemes under development

Ref Scheme Details Ref Scheme Details C1 M49 Avonmouth New M49 Avonmouth junction to improve access to the port of Avonmouth and the E1 Bristol South West New multimodal corridor between the M5 and the A38, Bristol Airport, South Bristol junction Avonmouth Severnside Enterprise Area; works are expected to be completed by the Economic Link and Bristol City Centre to improve connectivity and overall network resilience. The end of 2019. (BSWEL) BSWEL Options Assessment Report grouped together the various options to form packages, based on their broad geographical location and their likely ability to meet C2 Temple Quarter Masterplan to cover the 70-hectare development zone, to feature a mixed-use quarter the project objectives in a coherent way. The packages are labelled from 1-8, indicating masterplan comprising up to 11,000 homes and a revitalised transport interchange, including the potential order of implementation, although this will depend on funding sources improvements to Temple Meads railway station. The masterplan will include station and engagement with external partners: capacity improvements, better access to Temple Meads and the area, with new public space and improvements to the public realm. The project will also involve a sensitive • Package 1: Weston-super-Mare bus network improvements; Weston-super-Mare to adaptation, development and protection of the grade 1 listed station, which was Bristol bus services with metrobus compatibility (complementary services); designed by Brunel. • Package 2: A38 online improvements between A368 to Bristol Airport, along with C3 MetroWest Phase 1 Upgraded train services to half-hourly connections for Severn Beach Line and the Downside Road junction improvements. A38 widening at Bristol Airport; Bath Spa to Bristol line. Reopening the Portishead Line to passenger services with • Package 3: Banwell Bypass; Rail options: Weston Parkway station; Weston-super- an hourly service is a priority for WoE authorities. New station at Portishead and the Mare (WsM) – Weston Parkway – Bristol Airport bus service; reopening of former Pill Station. • Package 4: A38 offline improvements between Bristol Airport and South Bristol Link HRA Mitigation (SBL); A38/SBL Park & Ride; Highway improvements for Churchill and Sandford; The MetroWest Phase 1 project level HRA proposes a series of mitigation measures, • Package 5: M5 new junction J21A including implementing protective measures during scheme construction which would • Package 6: Rail options: Bristol Airport Rail Link Phase One: Bristol Airport to Bristol reduce the adverse effects on the Avon Gorge Woodlands SAC. However, it is not Temple Meads possible to avoid the loss of up to 0.71ha of woodland within the SAC and therefore an • Package 7: Rail options: Bristol Airport Rail Link Phase Two: Bristol Airport to Bristol adverse effect on this SAC remains following mitigation. Temple Meads, Severn Beach/Bath Spa, Bristol Airport to Weston-super-Mare/ The project level HRA has therefore proceeded to evaluate the alternatives to the Taunton MetroWest Phase 1 scheme, however, it has not been possible to identify any feasible • Package 8: A370-A38 Link alternatives to this scheme. It is therefore necessary for this scheme to advance to HRA Mitigation the ‘IROPI test’ (imperative reasons of overriding public interest). The IROPI that have been considered within the project level HRA relates to human health, public safety For BSWEL Packages 6, 7 & 8, the JLTP4 HRA recommends that this scheme is subject and important environmental benefits. Compensatory measures are also provided to a project-level HRA when sufficient scheme information is available. If a Likely within the project level HRA, including habitat management and planting of additional Significant Effect (LSE) is screened-in during the project level HRA then an Appropriate woodland with whitebeams. However, as a result of the European Court of Justice Assessment should be undertaken. The Appropriate Assessment should input into interpretation of the Habitats Directive, these measures cannot be taken into account the design and location of this scheme to ensure no adverse effect on European sites in the assessment of the implications of the project. occur. Permission should only be granted and this scheme allowed to go ahead if the Appropriate Assessment are able to conclude that no adverse effects will occur on C4 MetroWest Phase 2 Reopening of Henbury line to an hourly spur and increase train services to Yate. New European sites. stations at Henbury, North Filton and Ashley Down. E2 East of Bath access Provision of a high quality north-south route connecting the south coast to the M4. C5 Hengrove Internal roads and creating access for metrobus through urban living site of around improvements This route will enable north-south traffic to avoid passing through Bath. Transport Package 1500 homes. C6 Lockleaze Including bus lane on Muller road and accessible pathway through Stoke Park to cater Transport Package for urban living sites in Lockleaze (800 homes). C7 Metrobus Cribbs An extension to the existing North Fringe to Hengrove metrobus route. Metrobus Patchway from Bristol Parkway to The Mall via Hatchet Road, Gipsy Patch Lane, North Way and extension CPNN. Includes bus lanes and bus links to enable rapid, reliable metrobus services to connect existing and planned residential, employment and leisure areas in the North Fringe. Bus priority includes bus links at San Andreas roundabout and North Way, and bus lanes on Gipsy Patch Lane. The replacement of the existing railway bridge at Gipsy Patch Lane with a wider bridge to remove the pinch-point for motorised and 172 nonmotorised users is a key element of the scheme. 173 Joint Local Transport Plan 4 2020-2036 March 2020

Appendix 3: Major scheme details continued

Early investment schemes under development Early investment schemes under development

Ref Scheme Details Ref Scheme Details E3 M5 Junction 19 Improvements to M5 Junction 19 to improve access between the M5 and the Royal E6 M5 new junction A new Junction 21A on the M5 motorway south of the existing J21. This will be Portbury Dock, Portishead, Portbury and Pill. The scheme will provide enhanced J21A supported by a new multimodal corridor connecting the new junction with the capacity to improve the efficiency of movements for freight using the Royal Portbury A38, with a bypass for Banwell in the short to medium term, and potential highway Dock, enhancing connectivity to national road networks. The scheme will also assist in improvements at Sandford and Churchill in the medium to long term. Major accommodating future traffic growth generated by planned housing and employment improvements to the A38 between Langford and South Bristol will further improve growth in the area. connectivity. The scheme will improve links to the airport and improve resilience of E4 Passenger Package of rail improvement measures: Rail service improvements, bringing the the Strategic Road Network and locally will improve access to potential housing and Rail Service frequency of local rail services up to a minimum of 2 tph, plus hourly rail services residential growth. and Capacity from Weston-super-Mare to London. E7 A4174 Ring Junction improvements supported by JTS linked to orbital bus route and J18a link. Improvements, • Infrastructure to support service improvements including double tracks on the loop Road junction Wraxall Rd junction will be improved to improve access onto the Ring Road and safety Station Upgrades line between Weston Railway Station, reinstating the southern chord at Weston- improvements at the roundabout. and New Stations super-Mare, and the Herluin Way to Locking Road Link (bridge replacement to including Wraxall Package enable width for double tracking). Road (Longwell Green) • Longer rolling stock to cater for increased demand, in conjunction with longer platforms where required (including Worle, Nailsea & Backwell and Yatton), with E8 Freezing Hill This includes improvements at three junctions along the route between the A420 and higher quality rolling stock from all stations. junction upgrade Lansdown P&R, known as Freezing Hill Lane. Currently there are excessive delays and • Station upgrades for existing rail stations with a focus on developing transport and whole route the route isn't suitable for the number of vehicles using it to access Lansdown P&R. interchanges (interchange with metrobus, Mass Transit, bus services and cycle and improvements The scheme also includes localised widening of the Freezing Hill Lane route. car parking provision), in conjunction with schemes to improve access to existing rail stations by sustainable modes on key routes to stations across the West of England. • New railway stations at the following locations: Constable Road, Bristol; Ashton Gate, Bristol; St Annes, Brislington, Bristol; Saltford, Bath & North East Somerset. Stations to be delivered with associated infrastructure: passenger waiting facilities, bus stops, cycle stands, car parking, real-time information and be fully Equality Act compliant. Westerleigh junction upgrade. E5 Smart Motorways: Smart Motorway scheme on the M4 from J18 (A46, Tormarton) to J19 (M32).* This M4 J18-19 will complement the recently delivered M4 J19-20 and M5 J15-17 Smart Motorway to provide an extensive system of motorway management on the most congested parts of the network. The M4 J18-19 scheme will deliver increased capacity and enhanced reliability to complement the delivery of the new M4 J18A (to provide direct access to the Bristol East Fringe). * schemes to be progressed in light of the outcome of the safety review by Highways England and the DfT

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Early investment schemes under development Early investment schemes under development

Ref Scheme Details Ref Scheme Details E9 Interurban cycle Strategic cycle routes across the region to supplement those detailed in the Corridor E10 M4 Junction 18A to New motorway junction on the M4 (Junction 18A) between Junction 19 for Bristol routes Scheme Packages to mitigate growth. Many of these will be delivered along the A4174 Ring Road and Junction 18 for Bath, providing a new highway link between the M4 and the metrobus corridors and some will be identified through the West of England Local A4174 Ring Road near the Emersons Green Enterprise Area. It would necessitate Cycling and Walking Infrastructure Plan. improvements to the M4 between Junction 19 and the new Junction 18A, plus HRA Mitigation: Protecting & enhancing the natural environment with Interurban improvements to junctions on the A4174. The scheme was considered in a feasibility Cycle Routes study undertaken by South Gloucestershire Council and in partnership with Highways England which examined potential location options for the junction and link road. South The proposed cycleways within the JLTP4 are indicative at this stage and yet to be Gloucestershire Council’s Cabinet considered the outcome of the feasibility study in finalised. It is therefore not possible to fully assess the potential environmental effects March 2018 and Option 1 (the Western Option at Emersons Green) was agreed as the of each route. Some cycle routes will be included within the Cycling and Walking Council’s preferred location. The study has been provided to Highways England for Infrastructure Plan. It is therefore recommended that an HRA of the Local Cycling and their consideration. Walking Infrastructure Plans would ascertain the predicted level of use of new cycle routes in the WoE and therefore more accurately predict the potential for an adverse E11 Metrobus – Bristol Metrobus route from Clevedon and Nailsea to Bristol City Centre, a rapid transit effect on the European sites identified and be able to put forward suitable mitigation. City Centre to limited stop service with an emphasis on segregation from general traffic with bus The Interurban cycle routes which form part of scheme E9 will not be included within Clevedon and lanes. The section within Bristol would use the infrastructure for the Ashton Vale the Cycling and Walking Infrastructure Plan. It is therefore proposed that the potential Nailsea to Temple Meads route, which was completed in September 2018. This will help to effects of recreational pressures resulting from the following cycle routes are support growth at Nailsea and Backwell and improve connectivity and travel choices. assessed through project-level HRA of the individual schemes, as well as a separate E12 Metrobus A package of measures to make further enhancements to the existing metrobus HRA of the WoE Local Cycling and Walking Infrastructure Plan: consolidation network, with potential measures including fleet upgrade, addition of descoped • Strawberry Line Cycle Route (Interurban Cycle Routes - E9); package infrastructure, signals replacement, and Great Stoke ('Rabbit') roundabout. • Weston Town Centre to J21 Cycle Route (Weston-super-Mare: Local walking & E13 Sustainable travel Increasing high-quality, sustainable travel options for the city of Bath to expand, cycling infrastructure improvements – LP5); package for Bath complement and/or offer alternatives to existing Park & Ride/transport interchanges at Lansdown, Odd Down and Newbridge. • Banwell - Churchill Cycle Route (Banwell and Churchill: Sustainable travel package – LP6); and E14 Regional Electric Increasing public charging infrastructure, including through ‘Go Ultra Low West’ Vehicle Charging (Source West) EV charging infrastructure programme. • North Somerset Coastal Towns Cycle Route, particularly the WSM to Sand Bay and Network Sand Bay to Clevedon sections (Interurban Cycle Routes - E9). It is recommended that the requirement for HRA of individual cycle route schemes is E15 Metrobus – Bristol Metrobus route from Severnside to Bristol City Centre via the A403 and A4 Portway, included within the JLTP4. If an LSE is identified in screening during the project level City Centre to connecting into existing metrobus infrastructure in Central Bristol. The route would HRA then an Appropriate Assessment should be undertaken and schemes should only Severnside connect the logistics cluster at Severnside and Avonmouth with Bristol City Centre be granted permission and allowed to go ahead if the Appropriate Assessment is able via the Portway Park & Ride site. This would improve travel options and connectivity to demonstrate that there would be no adverse effects on these European sites, either for employees and businesses in accessing Severnside and Avonmouth. The scheme alone or in combination with other plans and projects. The Appropriate Assessment builds on the extensive existing bus priority on the A4 Portway, with extended bus should input into the design and location of the cycleways as appropriate. There is priority, enhanced stops and upgraded metrobus services. In particular, further bus also an opportunity for the cycleways to provide linkages as a part of the local green priorities including potential bus-only links would be needed into Severnside. infrastructure networks and it is recommended that this opportunity if referred to E16 Bath Cycle Completion of a continuous and integrated network of strategic cycle routes and their within the JLTP4. Network and City associated infrastructure, comprising key corridors and cross city and/or river routes, It is also assumed that all cycleways will eventually be incorporated into Local Plans Centre Package complemented by improved permeability and investment in public realm in the city as part of infrastructure delivery. Local Plans will be subject to their own HRAs and centre. This network will connect key destinations across the Bath urban area. Local new cycleways will be considered within the HRAs along with other developments. routes will be improved and integrated into the strategic network as part of ongoing Through their HRAs, the Local Plans of the WoE authorities would need to programmes. demonstrate that there would be no adverse effect on the North Somerset Bats SAC and the Severn Estuary SPA, SAC and Ramsar as a result of the transport schemes before the plans are adopted.

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Early investment schemes under development Early investment schemes under development

Ref Scheme Details Ref Scheme Details E17 Keynsham / Keynsham town centre public realm/ regeneration improvements to encourage E21 South East Bristol A4 metrobus + Callington Road Link Midsomer Norton sustainable modes of travel, such as walking, cycling and public transport. Including and Whitchurch metrobus service along the A4 corridor between Keynsham and Bristol, incorporating and Somer Valley strategic cycling routes to/from Bath, Bristol, east/ north Bristol and within Keynsham Callington Road Link to reduce congestion on the A4. Public Realm including completion of the link from the Somerdale cycle bridge via the River Avon A37 Sustainable Transport Improvements towpath to the Keynsham Peninsular and the Bristol/Bath strategic cycle network. Package of bus priority and enhanced bus services to Whitchurch, possibly including Packages Midsomer Norton town centre public realm/ regeneration improvements to encourage extension of metrobus from Hengrove, and Park & Ride option at Whitchurch. sustainable modes of travel, such as walking, cycling and public transport. Highway, Hicks Gate interchange cyclist and pedestrian improvements linking the Somer Valley Enterprise Zone with New Park & Ride/transport interchange at Hicks Gate junction – this would replace the the A37 to the west and the wider Somer Valley to the east. existing Brislington Park & Ride site. E18 Weston-super- Package of multimodal highway/junction improvements to complement and support Hicks Gate Junction Mare Package 2 the other Weston-super-Mare schemes. These could include, but not be limited to, Changes to existing roundabout layout including a new link between the A4174 and A4 the M5 Junction 21 Bypass, A370/A371 Airport Roundabout, Cross Airfield Link/A371 Keynsham Bypass. Roundabout, West Wick Roundabout, Airfield Bridge Link (which is likely to be bus/ South East Bristol Orbital Low Carbon Corridor cycle/ped only) and Herluin Way to Locking Road Link. Transport infrastructure improvements creating a multimodal orbital corridor to E19 Weston-super- Completion of a network of legible, attractive and safe strategic cycle routes in the facilitate north/south connectivity incorporating metrobus. Measures to improve Mare Cycling and Weston-super-Mare area, with a focus on east-west routes from Worle and Weston public transport movements and reduce single occupancy private car movements Walking Network Villages into the town centre. Within the Weston-super-Mare Town Centre Masterplan through the area. and SPD. This includes better pedestrian and cycling facilities to serve Weston-super- Local highway improvements Mare as part of future strategic planning and Core Strategy growth. Local traffic management schemes, including improvements to Whitchurch Lane E20 Banwell Bypass Bypass to the north of Banwell, linking the A371 with A368. The bypass will enable towards Hengrove, and traffic management on A37 towards Pensford. potential development opportunities north of Banwell and support the delivery E22 Keynsham Keynsham railway station of Weston Villages; provide a more suitable strategic route for HGVs, and most Review of access arrangements and passenger waiting facilities to enhance the importantly provide significant improvements to air quality and public realm in the attractiveness of rail for commuting and other travel needs from wider Keynsham centre of the village. This new infrastructure is a key element of the Bristol South West area. Economic Link (BSWEL). A4-A4175 corridor Corridor between the A4 and A4175 including new bridges over the railway line. Avon Mill Lane improvements Improvements to convert Avon Mill Lane and A4175 junction to a roundabout with enhanced pedestrian and cycle facilities. New sustainable travel measures Package of strategic cycle corridor, bus priority, and enhanced bus services to Bristol and Bath. Including a direct link to the Bristol Bath Railway Path. Hicks Gate Junction Changes to existing roundabout layout including a new link between the A4174 and A4 Keynsham Bypass. Local highway improvements Improvements to other junctions affected by traffic, including A4 / B3116 Roundabout (between Keynsham and Saltford) and A420 / A4175 junction at Bridgeyate (in South Gloucs).

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Joint Transport Study schemes Joint Transport Study schemes

Ref Scheme Details Ref Scheme Details LP1 Yate and Coalpit A432 metrobus, walking and cycling LP3 Thornbury, A38 metrobus, walking and cycling Heath Package of strategic cycling corridor, bus priority, and enhanced bus services (including Buckover and Package of strategic cycling corridor, bus priority, and enhanced bus services metrobus) to Coalpit Heath and Yate and potential Park & Ride option west of Yate. Charfield (including metrobus) to Thornbury and Buckover, including potential Park & Ride Yate railway station option. Package of measures to improve access and enhance waiting facilities, including Charfield Station improved bus interchange on A432. New railway station at Charfield (services to Bristol and Gloucester). Winterbourne and Frampton Cotterell Bypass M5 J14 Single carriageway link between Stoke Gifford and Iron Acton, bypassing Winterbourne Upgraded motorway junction to a full roundabout layout, improved approaches from and Frampton Cotterell. east and west. Local highway improvements Local highway improvements Improvements to other parts of the network impacted by traffic, to include B4057 Improvements to local road network in the Thornbury, Buckover and Charfield area, between Winterbourne and Stoke Gifford, B4058 / B4059 junctions at Iron Acton, and including capacity improvements at B4509 / B4058 junction at Charfield Hill. route between Yate and East Fringe via Westerleigh. Coalpit Heath and Westerleigh Bypass LP4 Bristol Urban Area Bristol City Centre Framework A new multimodal corridor (road and cycle route) from Yate to Emersons Green and Multimodal package to improve connectivity and growth in Bristol city centre. Includes the east of Bristol, connecting with the Ring Road and possibly a new M4 Junction 18A. enhanced cycling provision, enhanced bus priority and reorganisation of road network The new link would connect the A432 Badminton Road to Westerleigh Road providing in city centre core. access to new employment and housing in Yate. This may be required instead of, or Local bus package (GBBN2) together with, a Winterbourne and Frampton Cotterell Bypass. This link would provide additional capacity, freeing up road space on the A432 for metrobus. Expansion of bus priority measures across the Bristol urban area and further improvements to bus facilities to support sustained growth in bus patronage across LP2 Nailsea and Nailsea sustainable travel, rail station and local network improvements the city. Backwell Enhanced bus services, including options for improved connections to Bristol via the Bristol walking and cycling package Long Ashton Park & Ride and metrobus M2 service, explore improved interchange at Improvements to walking and cycling infrastructure Nailsea & Backwell rail station. HRA Mitigation Nailsea – Backwell A370 The JLTP4 HRA recommends that this scheme element is subject to a project-level New link from Nailsea to A370 including crossing of the rail line, providing improved HRA when sufficient scheme information is available. If a Likely Significant Effect (LSE) access to potential development locations. is screened-in during the project level HRA then an Appropriate Assessment should be Clevedon-Nailsea-Bristol transport corridor improvements undertaken. The Appropriate Assessment should input into the design and location of Investigate improved multimodal connections between M5 Junction 19 and Nailsea & this scheme to ensure no adverse effect on European sites occur. Permission should Backwell, and along the Clevedon-Nailsea-Bristol corridor including bus priority and only be granted and this scheme allowed to go ahead if the Appropriate Assessment is other public transport improvements. able to conclude that no adverse effects will occur on European sites. M32 Park & Ride New Park & Ride site south of M32 J1 to intercept trips into Bristol. A38(S)/A4174 Park & Ride New Park & Ride site at the A38/South Bristol Link roundabout, served by metrobus and Airport Flyer services to Bristol. A4018 Park & Ride New Park & Ride site, possibly served by rail services to Bristol from proposed Henbury station. A4 Portway and A370 Long Ashton Park & Ride expansion Expansion of existing Park & Ride sites.

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Joint Transport Study schemes Other longer-term opportunities Ref Scheme Details Ref Scheme Details LP5 Weston-super- Weston-super-Mare metrobus L1 Strategic Rail Freight consolidation centre (rail) at Avonmouth, network loading gauge enhancements Mare Metrobus serving Weston town centre, Weston villages, and possibly Park & Ride. and Road Freight on railway network, sustainable distribution projects at key stations (initially Bristol Weston-super-Mare Park & Ride Package Temple Meads), and restrictions on HGV movements. New Park & Ride site at either A370/A371 junction, M5 J21 or new junction J21A. HRA Mitigation Local bus improvements The JLTP4 HRA recommends that this scheme is subject to a project-level HRA Additional bus priority measures and bus stop infrastructure to improve journey when sufficient scheme information is available. If a Likely Significant Effect (LSE) is reliability. screened-in during the project level HRA then an Appropriate Assessment should be Local highway junction improvements undertaken. The Appropriate Assessment should input into the design and location of Upgrades and improvements to a number of junctions related to the primary this scheme to ensure no adverse effect on European sites occur. Permission should distributor route and other key junctions around the Weston-super-Mare area. only be granted and this scheme allowed to go ahead if the Appropriate Assessment Local walking & cycling infrastructure improvements are able to conclude that no adverse effects will occur on European sites. Package of walking and cycling infrastructure improvements, to promote sustainable L2 A46 to M4 route Capacity improvements especially at the Cold Ashton roundabout to remove existing transport modes improvements, delays between Bath and junction 18 of the M4. Cold Ashton LP6 Churchill Local highway improvements L3 Bath Area New vehicles to implement fleet improvements at a faster pace. Real time information Improvements to other junctions affected by additional traffic, including A368/A38 Bus Network (RTI) screens at all stops and upgrade to thin-film-transistor (TFT) displays. New bus Churchill signals. Improvement priority measures, including on A367 Wellsway, A36 Lower Bristol Road and A4 London Local sustainable travel package Scheme (BABNIS) Road. New access to Bath Bus Station from Churchill Bridge. Improvements to strategic and local walking and cycle networks, to improve L4 Henbury Loop rail Orbital rail service around north Bristol, introduction of passenger services along sustainable travel connectivity along the corridor between the A38, Churchill, services freight line. Sandford and Banwell. L5 Rail services to This includes the reopening of the line to passenger services to Thornbury. Assumes Thornbury the completion of the Westerleigh junction upgrade. L6 M5 Junction 20 Improvements to the local highway network in the vicinity of M5 Junction 20 Local Highway (Clevedon) to improve transport connectivity. The scheme should look to include bus Improvements infrastructure and priority improvements and the reallocation of roadspace to more sustainable modes wherever possible.

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Important environmental, equalities – Health Impact Assessment; This is so that the JLTP4 can be concluded that These schemes are: and health impact considerations for no adverse environmental effects are likely from Mass Transit - Bristol City Centre to Airport (T1); – Equalities Impact Assessment. Detailed the full major schemes programme (except for all JLTP4 Major Schemes mitigation and monitoring measures will be MetroWest Phase 1, see Section 13 for details). Local network improvements in Nailsea area (LP2); developed as part of the assessment process, As part of the Strategic Environmental Assessment In summary, it is recommended that the JLTP4 Nailsea–Backwell A370 (LP2); with one of the outcomes including ensuring includes the following mitigation principles: (SEA), a Habitats Regulations Assessment (HRA) an that water quality is protected and improved Clevedon–Nailsea–Bristol transport corridor Equalities Impact Assessment (EqIA) and a Health improvements (LP2); where possible; Bats Impact Assessment (HIA) were also undertaken. A371 / A368 Banwell Bypass (E20); As part of these assessments, mitigations were – Good design (following best practice guidance All schemes within the JLTP4 need to avoid the BSWEL Package 4: A38 (south) offline identified and updates containing these mitigations such as Highways England – the road to good Juvenile Sustenance Zones around the horseshoe improvements (E1); were made to the plan. Some of these mitigations design (2018)), cultural heritage assessments, maternity roosts within the Special Areas of have been added to the relevant parts of the JLTP4, and landscape/townscape & visual assessments Conservation (SACs). M5 Junction 19 (E3); others were already covered in the document and (as part of Environmental Impact Assessment HRA of the West of England Local Plans to use MetroWest Phase 1 (C3); some of the more generic, high-level mitigations where appropriate) should be required for the strategic bat survey results to produce M5 new junction J21A (E6); regarding the major schemes have been added all strategic and major schemes to minimise horseshoe bat mitigation strategies which would to this section. For the major scheme mitigation potential adverse impacts and maximise Bristol City Centre to Bath (T2); show the key bat foraging/commuting habitats requirements, the scheme-specific ones have been opportunities for benefits. in their areas. These bat habitats would inform Bath city centre and corridors (T5); added either against references to the scheme the location and design of the schemes thereby A4-A4175 corridor (E22); within the main body of the JLTP4 or within this – For construction projects, a Site Waste ensuring a coordinated approach to the planning of Appendix. It should be noted that all strategic Management Plan should be implemented. East of Bath access improvements (E2); the schemes within the JLTP4 and SDLs proposed and major schemes will be delivered through the New development can be designed to increase Sustainable travel package for Bath (E13); within the former regional growth plan, the JSP. appropriate consenting process and will need the potential for recycling waste. Scheme promoters should seek to make best use of Keynsham / Midsomer Norton and Somer Valley to be subject to the following assessments and A project level HRA would be required for the existing infrastructure to minimise resource Public Realm Improvements Packages (E17). considerations: schemes listed in Tables 5.2 and 5.3 of the final HRA consumption and waste generation before [see below list of schemes]. These HRAs should • The project level HRA of the schemes listed in – Environmental Impact Assessment and other constructing new facilities. Additonally, scheme include a Horseshoe Bat Mitigation Plan, which Tables 5.2 and 5.3 [see schemes above] should relevant environmental legislation; design should incorporate sustainable use of would be informed by the results of the detailed bat also use the metric for calculating replacement materials as well as measures to minimise survey of each scheme undertaken in accordance horseshoe bat foraging habitat as detailed – Flood Risk Assessment. Detailed design should future maintenance requirements. follow best practice guidance such as that with the Supplementary Planning Document (SPD) in the North Somerset Bats SAC SPD (or any provided within CIRIA Report C753 The SuDS – To actively contribute to reducing carbon survey methodology. The Horseshoe Bat Mitigation subsequent updated editions). This metric would Manual. The guidance covers the planning, emissions and combatting climate change in line Plan would include suitable horseshoe bat crossing be used to demonstrate that the schemes would design, construction and maintenance of with local and national policy and best practice points to enable bats to cross the roads and result in a net gain in horseshoe bat habitat by Sustainable Drainage Systems to assist with design such as CIRIA Report C753 The SuDS commute through the landscape. The crossing retaining/enhancing habitat within the proposed their effective implementation within both new Manual. points must have the following features designed in scheme and provided off-site if lost; and and existing developments and can be applied accordance with best practice: • The JLTP4 schemes would only be granted to major schemes. It looks at how to maximise Emerging from these assessments, further detailed a) Underpasses to be of sufficient height to allow permission and allowed to go ahead if the HRAs amenity and biodiversity benefits, and deliver mitigation and enhancement opportunities will be horseshoe passage; of the Local Plans and proposed schemes are the key objectives of managing flood risk and developed, as part of the design and consenting process. able to demonstrate that there would be no water quality. b) Crossing structures to maintain connectivity with adverse effect on the integrity of the North existing bat commuting routes; – Construction Environmental Management Plan The Appropriate Assessment stage of the JLTP4 Somerset and Mendip Bats SAC and the Bath Habitats Regulation Assessment (HRA – part of the (this would include mitigation and monitoring c) Crossing structures to be unlit. and Bradford-on-Avon Bats SAC either alone or measures to avoid and minimise the degradation Strategic Environmental Assessment) has identified in combination. of soil resources); a number of mitigations and considerations required to be made in major scheme development.

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Appendix 4: Appendix 3: Major scheme details continued JLTP4 Consultation Report

Water pollution & marine litter M5 Junction 19 (E3) A risk of an adverse effect on the integrity of the Pill Station (C3) Severn Estuary has been identified due to water M5 new junction J21A (E6) pollution and litter during scheme construction. It is therefore recommended that the JLTP4 states Physical modification of watercourses that any scheme which has the potential to have an A risk of an adverse effect on the integrity of the adverse impact on the water quality of the Severn Severn Estuary has been identified due to physical Estuary during construction should ensure that modification of watercourses potentially used by best practice pollution prevention guidelines are fish species associated with the Severn Estuary followed, including adherence with the following SAC and Ramsar. It is therefore recommended CIRIA guidance documents to manage construction that the JLTP4 states that any scheme which run-off: crosses a watercourse linked to the Severn Estuary • CIRIA C532 (2001). Control of water pollution should ensure it does not result in a barrier to fish from construction sites. Guidance for consultants passage by ensuring crossing points are designed and contractors; and constructed in accordance with best practice guidance, including adherence to the Environment • CIRIA C648 (2006) – Control of Water Pollution Agency Fish Pass Manual (2010). from Linear Construction Projects; and These schemes are: • CIRIA C692 (2010) – Environmental Good Bristol City Centre to North Fringe (T4) Practice on site. 3rd Edition. Local improvements to road network in Nailsea Where a risk of an adverse effect on the integrity area (LP2) of the Severn Estuary has been identified due M5 J19 & J20 improved multimodal connections to water pollution and litter during scheme, this (LP2) could be mitigated by incorporating interceptors into the scheme design to trap the silt, oil and A371 / A368 Banwell Bypass (E20) other possible contaminants in run-off to prevent M5 new junction J21A (E6) pollution and degradation of the downstream habitats. This should be designed in accordance A summary of all mitigations can be found at Table with current best practice, including adherence to 14.1 in the final HRA Appropriate Assessment the DMRB Volume 11 Section 3 Part 10 HD 45/09 Report on the JLTP4 section of the travelwest Road Drainage and the Water Environment. The website. The resulting updates to the plan, including schemes that this applies to are: all comments from the consultation period regarding the environmental effects of the plan, Bristol City Centre to North Fringe (T4) will also be published on the JLTP4 section of the Local improvements to road network in Nailsea travelwest website in Spring 2020 as part of the area (LP2) SEA Statement. M5 J19 & J20 improved multimodal connections (LP2) A371 / A368 Banwell Bypass (E20) A4 Portway Park & Ride expansion (LP4) M49 Avonmouth Junction Upgrade (C1)

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Contents ...... 3 Introduction to JLTP4 ...... 3 What is JLTP4? ...... 3 What you said ...... 3 Next steps ...... 4 Consultation approach ...... 5 Priority simulator tool ...... 5 Questionnaire ...... 5 Webpage and video ...... 5 Digital campaign ...... 5 Materials ...... 6 Summary ...... 6 Easy-Read version ...... 6 Advisory Group ...... 6 Stakeholder workshop ...... 6 Consultation results ...... 7 Summary statistics ...... 7 Questionnaire and priority simulator tool: overview ...... 7 Demographic information ...... 7 Questionnaire: multiple choice...... 9 Questionnaire: free text box, email and letter ...... 14 Priority simulator tool: prioritising transport measures ...... 15 Priority simulator tool: free text box ...... 23 Stakeholder event: prioritising transport measures ...... 24 Stakeholder event: facilitated discussions...... 25 Methodology ...... 26

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Introduction to JLTP4

Welcome to the consultation report on the West of England’s draft Joint Local Transport Plan 4.

We took the draft JLTP4 out to public consultation between 6 February and 20 March 2019 and received around 4,200 responses.

This document looks at the feedback we received; sets out what people in the region think and looks at next steps.

Thank you to everyone who responded. We appreciate the time people took to respond, and the wide range of views expressed. Your views will help ensure that a stronger and more collaborative JLTP4 emerges as a result. What is JLTP4?

The Joint Local Transport Plan sets out the approach to the way transport will develop up to 2036 in the West of England, addressing existing and future transport challenges.

It’s our fourth transport plan and it sets out our aims to support clean and sustainable economic growth, address poor air quality and take action against climate change, enable quality public services and improve accessibility, create better places, and contribute to better health and wellbeing.

The plan is led by the West of England Combined Authority, working with Bath & North East Somerset, Bristol, North Somerset and South Gloucestershire councils. It builds on previous work done in the West of England and involved collaboration with the Department of Transport, Highways England, Network Rail, public transport operators and other organisations.

It considers a wide range of options which could support sustainable and greener travel including cycling, walking, bus, rail, mass and rapid transit, and electric/autonomous vehicles. To do this the JLTP4 sets out to provide a well-connected sustainable transport network that offers greater, realistic travel choices and makes walking, cycling and public transport the natural way to travel. Trips into and within the West of England will be seamless, faster, cheaper, cleaner and safer. That’s our goal.

An advisory group, comprising representatives from around 20 transport operators and user groups, was set up to provide technical and professional advice.

The alignment and locations of schemes shown on this plan are purely indicative. Any schemes identified in JLTP4 would be subject to further detailed feasibility work and consultation, as well as requiring planning permission. What you said

• 79% of respondents agreed with the challenges identified by JLTP4 • 65% of respondents agreed with JLTP4’s vision and objectives • You told us you want to see new and improved railways stations and services

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• You told us you want more priority for active and sustainable travel, creating a comprehensive and safe network to support active travel for shorter trips • To help tackle congestion and air quality, you told us that you were supportive of reallocating road space for public transport, walking and cycling • You told us you want to see a mass transit option developed for our region We also asked you how you think transport improvements should be funded in future. Road User Charging or a Workplace Parking Levy were roughly two times more likely to be favoured than Council Tax or Business Rate increases.

You told us that you want to see bus services improved across our region.

Whilst the Transport Focus survey tells us that 85% of bus passengers services are satisfied with bus services, in this consultation it became clear that you don’t find services easy to plan, value for money and are concerned about their reliability. This is why we are doing more work on this through our Bus Strategy.

In the free text comments a number of people used the opportunity to highlight concerns about specific schemes – in particular the need identified in our draft plan for an orbital corridor to the south east of Bristol. The alignment and locations of schemes shown on this plan are purely indicative. Any schemes identified in JLTP4 would be subject to further feasibility work and consultation, as well as requiring planning permission.

Many of the free text comments reiterated support for the challenges and objectives identified by JLTP4.

This feedback will be used to help shape the final JLTP4, which will be considered by our West of England Joint Committee later in the year. Next consultation steps

Following on from what you told us, we are also now running another two consultations which look in more detail at bus services, walking and cycling.

Bus services

We asked some questions about bus services as part of this consultation; following on from this we want your views on our Bus Strategy in later in the year. This will consider options to improve the performance of the bus network across the region and set out how further growth in bus usage can be encouraged, including proposals to create better, faster, more reliable and more accessible services.

Walking and cycling

We will also be running a consultation on our Cycling and Walking Plan – this is a more detailed plan which proposes investment in cycling and walking routes of £411 million over the next 16 years. It aims to provide high quality infrastructure to support our transition to a region where cycling and walking are the preferred choice for shorter trips.

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Consultation approach Given this is the most ambitious JLTP that has been produced by the West of England we wanted to ensure that as many people as possible had a chance to respond to the consultation on the document. As such, we were keen to explore new ways of engaging with the public to try to encourage those who do not usually take part in public consultations.

Priority simulator tool We were aware of previous consultations that had been carried out in the region that had used a simulator tool to allow people to respond by allocating points to a set of policies and measures. This approach allowed those policies and measures to be prioritised in a meaningful way whilst at the same time helping to inform those people of the consequences of their selections.

This method was adapted for the JLTP4 consultation with the creation of a simulator tool that allowed people to have a ‘budget’ of 20 points and a maximum allocation of up to five points for each transport measure featured in the JLTP4 to identify what transport measures they would like to see prioritised. More points could be ‘earned’ by selecting any of the proposed funding measures that feature in the JLTP4, which in turn could be allocated to more transport measures. Through this simulator approach, people were given an insight into the challenge of prioritising transport improvements in the region with a limited budget and highlighted that in order to achieve more we would have to identify new ways to fund them. The simulator was used to gather responses on the types of measures that our people want to see prioritised as well as the level of support for measures to fund them.

Questionnaire Accompanying the simulator, we were interested in capturing views on the proposed objectives and approaches as set out in the draft JLTP4. As such, a questionnaire was created, asking how strongly people agreed with the vision, objectives and approaches set out in the draft JLTP4. The questionnaire was available both online and in paper format (available at libraries) and allowed respondents to provide any additional comments in a free text section.

Webpage and video We created a short video that summarised the JLTP4 and explained what it seeks to do, how the consultation works and what the next steps will be following the consultation. A dedicated consultation webpage was included on the Travelwest website. The webpage included links to the draft of the full JLTP4, a summary of the JLTP4, and an easy read version for accessibility purposes, as well as other key documents such as environmental and habitat reports and the previous JLTP4.

Digital campaign Use of social media has the potential to engage with a considerably wider audience than traditional methods alone. At the time of the consultation, West of England authorities’ Twitter accounts had over 140,000 followers. Given the potential reach of our social media, the West of England

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Combined Authority’s communications team led the social media activity/advertising via the Travelwest Twitter and Facebook accounts and drafted a social media toolkit for the West of England councils to coordinate their accounts. Over the course of the consultation, the social media activity exceeded over half a million views.

Materials Posters, postcards and hard copies of the JLTP4 summary and the questionnaire were sent to the larger libraries and customer service points around the region. The posters and postcards contained the web address, encouraging people to complete the consultation online. The paper copies of the questionnaire were made available for anyone for whom accessing online information is difficult.

Summary A summary of the draft JLTP4 was also created to make it easier for people to engage with the content. The document made available on the Travelwest website and hard copy by request.

Easy-Read version Throughout the consultation process we engaged very closely with equalities groups and subsequently an easy read version of the draft JLTP4 document was created for people with a learning disability who like clearly written words with pictures to help them understand. These were made available on the Travelwest website, with hard copies available on request.

Advisory Group To build upon the success of the JLTP3 an Advisory Group was established to provide technical and professional advice and guide the development of JLTP4. Comprising of key transport operators and providers, transport user groups, delivery partners and discipline experts two workshops took place. These provided the West of England authorities with advice on issues, challenges, types of interventions, areas of focus, and innovation and helped build on existing partnerships to continue improving the region.

Stakeholder workshop The draft JLTP4 was launched to stakeholders in February 2019 at the Somerdale Pavilion in Keynsham. The event was attended by approximately 100 stakeholders from a range of organisations including transport operators, user groups, statutory bodies, campaign groups, health professionals, environmental organisations and academia. The purpose of the event was to:

• Provide an overview of the draft JLTP4 document, strategy and transport measures

• Explain the consultation and how feedback will guide the development of the final plan

• Stimulate discussion about the plan and gain some initial feedback

• Encourage people to spread the word about the consultation, including the priority simulator tool and questionnaire

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Consultation results

Summary statistics • 539, 536 views on social media • 67,443 views of our engagement video • 11,200 website views • 4,090 document downloads • 4,192 responses, including: ➢ Letters/emails: 1,979 ➢ Online questionnaire responses: 1,317 ➢ Paper questionnaire responses: 28 ➢ Priority simulator tool responses: 868

Questionnaire and priority simulator tool: overview Respondents could complete the questionnaire (online or offline), the priority simulator tool (online only), or both. The simulator asked respondents to identify their priorities for specific measures, whereas the questionnaire asked respondents their views on the content of the Joint Local Transport Plan. The questionnaire included sections of the strategy and asked respondents how far they agree with each section Demographic information The priority simulator tool attracted a significantly younger demographic and was slightly more popular with female participants as illustrated in the figures below. Figure 1: Age of participants completing Questionnaire and Priority Simulator Tool

Questionnaire Priority tool Mean

60%

50%

40%

30%

20%

10%

0% U n d e r 1 8 18- 24 25- 44 45- 64 65- 74 O v e r 7 5

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Figure 2: Gender of participants completing Questionnaire and Priority Simulator Tool

Questionnaire Priority tool

60%

50%

40%

30%

20%

10%

0% Female Male Transgender Other Prefer not to say

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Questionnaire: multiple choice

How far do you agree with the challenges identified in the West of England JLTP4?

60% 55%

50%

40%

30% 24%

20%

11% 10% 6% 5%

0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

How far do you agree with the vision and objectives identified in the West of England JLTP4?

60%

49% 50%

40%

30%

20% 16% 17%

10% 10% 8%

0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

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How far do you agree with our approach for improving connectivity for trips beyond the West of England?

50%

45% 43%

40%

35%

30%

25% 23%

20%

15% 12% 12% 10% 10%

5%

0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

How far do you agree with our approach for improving connectivity for trips within in the West of England?

45% 42% 40%

35%

30%

25% 19% 20%

15% 14% 14% 11% 10%

5%

0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

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How far do you agree with our approach for improving connectivity for local trips in the West of England?

45% 40% 40%

35%

30%

25%

20% 17% 16% 15% 15% 12%

10%

5%

0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

How far do you agree with our approach for improving connectivity for neighbourhood trips in the West of England?

45% 40% 40%

35%

30%

25%

20% 18% 16% 14% 15% 12%

10%

5%

0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

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To support the development of the Bus Strategy, we asked three questions about buses in the West of England:

How far do you agree that it is easy to plan and make a journey by bus in the West of England?

40% 36% 35%

30%

25% 22% 20% 19% 20%

15%

10%

5% 3%

0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

How far do you agree that bus services in the West of England are reliable?

40% 37%

35%

30% 25% 25% 22%

20% 15% 15%

10%

5% 1% 0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

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How far do you agree that travelling by bus in the West of England is good value for money?

35%

30% 30% 28% 25% 25%

20%

14% 15%

10%

5% 3%

0% Strongly agree Agree Neither agree or Disagree Strongly disagree disagree

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Questionnaire: free text box, email and letter

The graph below shows the most responded to issues in the JLTP4, by theme, received via email, letter, and the free-text section of the questionnaire.

Disagree with South East Bristol Orbital Corridor Agree with challenges and objectives Strategic Development Locations are badly connected/in wrong location JLTP4 is contradictory Concerned about budget gap and Plan's affordability Airport needs better transport infrastructure to expand Need more detail of Banwell bypass M5 A38 corridor not justified Banwell bypass in isolation would increase congestion/increase driving Evidence for approach needed Tickenham Road is not suitable for growth and requires a bypass Park and Ride not needed at Whitchurch New roads will create congestion Improving public transport services should be a priority Do not support new road building Welcome/support of the document Support measures for cycling

0 200 400 600 800 1000 1200 1400 1600 1800 Number of responses

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Priority simulator tool: prioritising transport measures Respondents to the simulator allocated up to five points to the transport measures they would like to prioritise in the West of England. The charts below show the average points allocated to each funding measure and each transport measure from most popular to least.

How people would increase transport funding

Road pricing e.g. congestion charge to drive into specific areas

Workplace parking levy

Business rate increase

Council tax increase

0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 Average number of points allocated

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Where people responded from We were keen to explore where people who responded to the consultation live to get a better understanding of the issues or priorities people face in different parts of the region. The maps below show how people would increase transport funding and where people responded from in the region. Road pricing eg. congestion charge to drive into specific areas Workplace parking levy

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Business rate increase Council tax increase

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Improve bus facilities Restrict polluting vehicles

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How people would prioritise transport spending

Provide new and improved rail stations and services

Create a comprehensive and safe network to support active travel for shorter trips

Reallocate highway space to public transport, walking and cycling

Construct a mass transit network

Improve bus facilities

Restrict the most polluting vehicles from areas of poor air quality

Use technology to improve capacity of existing roads

Use mechanisms to reduce dependency on private car use in urban areas

Create a ring of Park & Ride sites serving the main urban areas

Promote and expand the use of electric vehicles

Expand the metrobus network

Use technology to enable seamless journeys

Improve road safety through road design and road-user training

Construct and/or improve motorway junctions

Improve the efficiency of freight movements

Use technology to reduce the need to travel

0 0.5 1 1.5 2 2.5 3 Average number of points allocated

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Where people responded from We were keen to explore where people who responded to the consultation live to get a better understanding of the issues or priorities people face in different parts of the region. The maps below show how people would prioritise transport spending and where people responded from in the region.

Provide new and improved rail services Create a comprehensive and safe network to support active travel for shorter trips

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Reallocate highway space to public transport, walking and cycling Construct a mass transit network

21

Improve bus facilities

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Priority simulator tool: free text box The graph below shows the issues most frequently raised by people in the free-text section of the priority simulator tool.

Active and sustainable transport need to be prioritised

Not supportive of new roads/new roads will create congestion

Support the ambition of mass transit

Do not support planning for car use

Need more commitment to cycling, including better segregation

Current bus services are unreliable

Need reduced/subsidised/free bus fares

Support investment in buses

0% 5% 10% 15% 20% 25%

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Stakeholder event: prioritising transport measures We ran an adapted offline version of the priority simulator tool at the stakeholder event. Attendees were each given stickers and asked to allocate them against which transport measures they supported or opposed on a chart. 348 stickers were allocated, and their distribution is shown below.

Provide new and improved rail stations and services

Create a comprehensive and safe network to support active travel for shorter trips

Reallocate highway space to public transport, walking and cycling

Improve bus facilities

Construct a mass transit network

Use mechanisms to reduce dependency on private car use in urban areas

Promote and expand the use of electric vehicles

Restrict the most polluting vehicles from areas of poor air quality

Create a ring of Park & Ride sites serving the main urban areas

Use technology to reduce the need to travel

Use technology to enable seamless journey

Improve the efficiency of freight movements

Use technology to more effectively manage road space

Improve road safety through road design and road-user training

Construct and/or improve motorway junctions

Expand the metrobus network

Improve capacity of existing roads e.g. increase junction capacity

0% 2% 4% 6% 8% 10% 12% 14% 16% 18% 20%

Strongly agree Agree Neither Disagree Strongly disagree

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Stakeholder event: facilitated discussions

Stakeholders were invited to provide feedback on the various aspects of the plan including the vision, objectives and challenges as well as the concept of the four connectivity levels and the policies, interventions and actions that were being proposed as part of these.

The facilitated discussions covered a wide range of issues which were grouped into three main themes:

Interchange and connectivity • Most modes of transport (walking, bus, rail, e-bikes) cover multiple levels of connectivity to some degree, and all play a role in contributing to multi stage journeys. • Facilitation of multimodal journeys requires the development of high-quality and attractive infrastructure including new rail stations and rail services, safe cycle routes, prioritised bus lanes and user-friendly and inter-modal transport hubs which also recognise the role of the taxi. • Rural locations require some form of non-car transport provision • Demand for orbital bus routes • Public transport needs to be attractively priced with an easy to understand fare structure

Environment • Building new roads will worsen carbon emissions • Low carbon transport to the Airport is negated if airport expansion permitted • Freight (HGVs) should be restricted within city centres • Decision makers need to be bold about introducing potentially unpopular measures to restrict car use, e.g. Workplace Parking Levy for city centre employers to achieve the required mode shift.

Delivery • Need to consider those with limited access to technology • Behaviour change initiatives are low cost, and can be delivered quickly compared to infrastructure • Tourism should be considered

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Methodology

A wide range of people participated in the consultation. Different ways of consulting (e.g. priority simulator tool, questionnaire) resulted in slightly different demographics: the priority simulator tool was more popular with the 25-44 age range, and women, although overall slightly more men responded to the consultation than women. By making use of digital methods of consultation and targeting younger demographics when promoting the consultation on social media, we received greater representation in those age groups than other comparable consultations.

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