2. Impact of the First Local Transport Plans

Overview

2.1 This chapter sets out the LTP achievements and impacts. It looks at the difference implementing the LTP has made against the plan’s original aims and objectives. What worked well and indeed less well are highlighted, as are the foundations we have put in place for the Joint Local Transport Plan.

What difference has the first LTP made?

2.2 Our area is a safer and easier place to get around as a result of the LTP.

2.3 Whether it is delivering 12% growth in bus patronage on the A38 showcase corridor or the very popular A4 Portway park and ride or the 10% cut in traffic in the central area of Bristol or the 40% increase in people cycling or our High Occupancy Vehicle lanes making journeys 21% quicker for car sharers and taking 1,000 cars a day off the A4174, the LTP has provided the focus and the foundation for turning our aspirations into reality.

2.4 We have met our objectives (go to Table 2.2) and tackled the problems of congestion, traffic growth at up to three times national levels, massive growth in housing and rural accessibility outlined in Chapter 1.

2.5 More local impacts have been keenly felt by residents. Dedicated School Travel Plan officers developing School Travel Plans have led to reductions in traffic at peak times, reducing congestion and easing parking problems. Then there are the additional benefits of making the surrounding roads safer for children walking or cycling to school.

2.6 Community transport has been revolutionised with a fast developing network of services and record numbers of passengers carried. Without these services many residents would not be able to make the journeys they do. Shopping trips, health trips or simply trips to see friends are now much easier and especially for the elderly and less mobile.

2.7 Accident levels, particularly for children killed and seriously injured, have fallen to their lowest levels since 1996. The roads too have improved. More funding for maintenance has cut the backlog for parts of the network.

2.8 We have established a set of transport user priorities. This helps us to target investment, reallocate road space and ensure good design in new developments for our priority modes of transport. Pedestrians,

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cyclists, public transport and disabled people come at the top of our list with the single occupant private car user towards the bottom.

2.9 The LTP has provided the impetus to work alongside other areas of policy, planning and implementation. This has enabled the delivery of large-scale projects that impact not only on transport but on areas such as improving the town centre environment and stimulating economic regeneration. Pooling resources has meant substantial projects can be implemented to a greater combined impact than just transport schemes alone. Schemes such as the new bus and coach station, £500m regeneration of the Broadmead shopping centre and redevelopment of Harbourside and Queen Square in Bristol, Big Lamp Corner in Weston-super-Mare, Kingswood Town Centre and Walcot Street in Bath have all delivered greatly enhanced local environments and stimulated local business.

2.10 Co-ordination and working closely with the bus industry has led to improved service provision, investment in staff, new low emission, and easy access buses. Costing £13.5m, 116 new buses are on the streets in Bath greatly improving reliability and service frequencies and raising bus patronage.

2.11 Without the LTP traffic levels would have grown unchecked. Cycle use would have stayed static at best. Bus passengers would not have grown by a million. Accidents would have still fallen due to our long track record in road safety but at a slower rate. The road maintenance backlog would have taken longer to tackle. People are healthier. The percentage of residents taking exercise, walking/cycling, five times a week has increased by 30% over the LTP (Bristol Quality of Life Survey, 2005). In short the LTP has made a difference.

What are the key achievements of the first LTP?

2.12 The achievements of the LTP can be summarised as:

Innovation Integration Investment Delivery Meeting Targets

Innovation

2.13 Whilst our LTP had a strong focus on tried and tested, value for money schemes we have had to be equally innovative in our approach in tackling our congestion, traffic growth and accessibility problems. Innovation has been encouraged throughout the LTP introducing a Freight Consolidation Centre, hospital serving park and ride, High Occupancy Vehicle Lanes, www.2carshare.com, ferries, taxi sharing, the first purpose built Cycle Resource Centre in the UK, electric pool

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cars for staff, Clear Zone trailblazer and the now nationally adopted ‘Walk on Wednesdays’ school travel initiative. We have tackled problems and issues rather than simply focusing on trying to implement schemes.

2.14 Our LTP presided over the shift from ‘output’ to ‘outcome’ targets. We met this challenge developing and refining our approaches and targets. In 2003 for example South Gloucestershire was faced with more than 50 local targets, many based around scheme numbers. An extensive public consultation exercise trimmed these back to 31 enhanced outcome based targets.

2.15 North Somerset Council’s cycling targets were adjusted in 2004. The LTP set a number of targets (including output ones) for the LTP period and up to 2012 for each of the main towns in the district. In 2004 the Council adjusted this by setting a single target for the whole district and dropping the output targets.

Integration

2.16 We have worked at every level, internally and externally, locally, regionally, nationally and internationally to integrate the LTP into the wider picture. We have built on the relationship between transport demand and land-use planning in our Local Plans and emerging Local Development Frameworks.

2.17 We have worked with statutory and voluntary service providers to deliver our Community Strategies’ transport objectives (go to Chapter 3). Our Quality of Life indicators for improving transport and accessibility are being met through the Bristol Neighbourhood Renewal Strategy, Weston Vision, the Mendip and Cotswolds Areas of Outstanding Natural Beauty management plans, the Forest of Avon Plan, Primary Care Trusts action plans, Crime and Disorder Partnerships and Active for Life initiatives.

2.18 Internally we have set up new structures to deal with the changing transport environment integrating social services, education and public transport. Across the South West we have linked into the Regional Spatial Strategy and helped steer its Transport Strategy. Nationally and internationally we have taken part in the VIVALDI (Visionary and Visible Actions through Local Transport Demonstration Initiatives) clean urban transport strategies and the PRoGRESS (Priority Road Use for Greater Responsibilities, Efficiency and Sustainability in Cities) urban transport pricing schemes projects.

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Investment

2.19 We have invested heavily in our LTP. Not just with LTP integrated transport allocation but also with our own capital and revenue resources. We have also attracted over £40m of external investment from Government, European and private sector funds and bids. Table 2.1 lists the range of successful funding.

Table 2.1: Successful Transport Funding outside of the LTP

Funding £m

European Projects (Vivaldi, Progress) £2.7mSouth West Regional Development Agency £5mDepartment of Environment Food and Rural Affairs £0.6mObjective 2, Single Regeneration Budget, URBAN £0.21mAggregate Fund Levy £0.01mSustrans £0.11mDeveloper Contributions £14.1mNew Deal Funding £0.51mNew Opportunities Fund £0.25mPublic Service Agreements £1.7mChild pedestrian training scheme grants £0.16mChild Pedestrian casualty reduction grants £0.1mSchool travel Plan bursaries £0.28mVoluntary Travel Plan bursaries £0.28mUrban Bus challenge £1.68mRural Bus Challenge £1.23mRural Bus Subsidy Grant £3.3mHome Zone Challenge £0.6mLTP supplementary bids (including Vivaldi, A4174 Ring Road) £4.7mLTP Exceptional Maintenance Bids £4.72mPersonalised Travel Planning grants £0.05mCCTV in Public Car Parks award £0.25mTOTAL £42.34m

2.20 Bidding for recycled Supplementary Credit Approval (SCA) has been just as successful. SCA funding for the emergency slope stabilisation work at Hinton Hill, completion of the Rural Bus Interchange Hub programme and resolving roadside hazards caused by dead elms are all good examples of how we can bid for and spend funding efficiently and effectively.

2.21 Cultivating partnerships, meeting our joint aspirations and promoting common understanding are all positive outcomes from this investment.

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Delivery

2.22 Effective delivery of the LTP programme over the last five years has been at the heart of the progress made towards achieving our key aims and objectives. Each year of the plan LTP resources have been fully utilised.

2.23 Nearly £75m has been spent on delivering integrated transport

schemes over the LTP period. Figure 2.1 shows how we have spent LTP funding on meeting our objectives and Figure 2.2 shows how this has been broken down by mode.

2.24 In terms of scheme numbers Figure 2.3 shows just how many schemes have been delivered on the ground.

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Meeting Targets

2.25 Delivering schemes has helped us deliver on targets. Focussing on outcomes we have delivered on:

Local Bus Patronage increased Bus Patronage up by 12% on routes targeted with LTP investment

(compared with decrease nationally). Park and ride patronage up 28% in Bath (local target met) and 21%

in Bristol. Community Transport patronage up 316% in South Gloucestershire

(local target met), 70% in Bristol, 42% in Bath and North East Somerset and 43% in North Somerset.

6.4% growth in bus patronage in North Somerset in 2003/04 due in part to the introduction of a ‘flat fare’ of £1 on town centre services in partnership with service 7 showcase route investment.

Local Rail use increased The number of passengers using the local rail network up 41%.

Levels of Cycling Increased Cycling up 26% across the Greater Bristol area.

Levels of Walking Increased 14% increase in walking in Bristol as a whole and 24% increase in

the City Centre.

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Pedestrians in North Somerset increased by 22%.

Traffic Levels Reduced Traffic in the Central Area of Bristol cut by 10% (local target met). 1,000 fewer vehicles a day using the A4174 Avon Ring Road. Number of children being driven to school in North Somerset

reduced by 6%. Traffic levels in Bath down 11%, Midsomer Norton and Radstock

down 1%.

Road Safety Improved Lowest ever children killed and seriously injured figures in South

Gloucestershire. North Somerset target to reduce children killed and seriously injured

on track. Killed and seriously injured figures reduced by 28% 2004 to 2005 in

North Somerset.

Have the Key Aims and Objectives of the LTP Been Achieved?

2.26 As discussed we have made substantial improvements in the LTP period. The objectives of the LTP were closely linked with the policy aims of the Government’s 1998 White Paper. Broadly each of us has followed the same objectives. Below Table 2.2 sets out our collective objectives with a short statement on progress and how the objective has been achieved. The focus is on good performance, targets met and successful schemes delivered. Figure 2.3 illustrates where some of the schemes are and summarises our achievements.

Table 2.2: Key Aims and ObjectivesLTP Objective Achievement/ProgressTo improve the local air quality

Improved air quality is an outcome from reducing congestion, enhancing public transport and encouraging sustainable and behavioural change. Success in all areas has meant:

South Gloucestershire local target to reduce the number of ‘Poor Air Quality’ days when air pollution exceeds National Air Quality Standards has been met. Down from 81 days in 2000/01 to 13 in 2005/06.

Kingswood Town Centre scheme (go to Ch 5 Wider Impacts) continues to show a drop in Nitrogen Dioxide (NO2) levels compared to before the scheme went in.

North Somerset met its local air quality targets for Banwell with Benzene and NO2 both below the capping target levels of 16.25 and 40 ug/m3 respectively.

Bristol’s Air Quality Action Plan (AQAP) adopted. Progress made in retrofitting cleaner exhaust emissions technology to the older part of the bus fleet.

Bristol through its Centre of Excellence status organised a

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Best Practice seminar on air quality. Now an annual event. Bath’s Air Quality Action Plan for the A4 London Road has

been adopted. Local targets for Benzene, NO2, PM10 and National Air

Quality Standards all on track in Bath and North East Somerset.

116 new easy access, low emission buses introduced in Bath by First.

Bath participated in the DTI Foresight programme for Clearzones (trail blazer in 2001).

NO2 levels in Bristol down on 2000/01 baseline.

LINK For more on air quality go to Table 5.3.

To reduce the growth of road traffic and need to travel, develop and implement travel plans and reduce car journeys to school

Travel Plans

We have targeted resources at working with employers on travel plans for existing and new developments. This helps to reduce overall travel and impact upon single occupancy car use. Achievements include:

Working with Weston General Hospital, North Somerset Primary Care Trust, Royal United and St Martins Hospitals in Bath, Wessex Water, Bath University, Ministry of Defence, Orange, Rolls Royce and Weston College on their Travel Plans.

Close working with Bristol International Airport (BIA) on their surface access strategy - of increasing importance in the light of the BIA’s intention to expand substantially following the 2003 Air Transport White Paper.

Innovative schemes such as the car share multi occupancy parking bays in Bath and penalty based targets.

Active Green Commuter Clubs and Travel Forums. Eye catching and successful campaigns such as ‘Jam

Busting June.’ Avonwide Travel Award scheme - nine of the recent winners

achieved 7% or more reductions in single car occupancy.

School Travel Plans

School travel plans are starting to make a real impact.

School trips by car in South Gloucestershire fallen from 39% in 2000/01 to 33% in 2005/06. 90 schools now have School Travel Plans and 60 safer routes to school schemes implemented. 41 schools have been successful in reaching the required standard to be awarded the Government Capital Grant.

63% of pupils in Bath and North East Somerset are now

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covered by School Travel Plans. This has reduced car travel by 2% and increased the number of children walking to school by 6%.

Travel to school by non car modes in Bath and North East Somerset has risen from 52% in 2002 to 59% in 2005. 69% of schools now have School Travel Plans.

In North Somerset 41% of pupils now travel to school by car compared to 47% in 2003. 75% of all schools now have School Travel Plans.

In Bristol, cycling to secondary schools increased towards the end of the LTP after an initial fall.

Car Sharing and HOV lanes

Car-sharing has been encouraged through the joint promotion of the car sharing database www.2carshare.com, now with over 4,000 members, and by implementing the High Occupancy Vehicle (HOV) lanes on the A4174 and A370 (go to Box 2B). For North Somerset this has also helped the Council meet its local target of limiting car growth to less than 3% per annum.

Traffic Growth and Congestion

In the central area of Bristol traffic levels have been cut by an impressive 10% (local target met).

In South Gloucestershire it is encouraging that the growth of road traffic is continuing to reduce where:

Over the LTP period traffic growth was 7% in line with the published trajectory.

Annual mode share surveys showing fewer car journeys to work when compared to 2001/02.

Cycling and walking to work has doubled over the LTP period.

Proportion of commuters car sharing has risen from 8.8% in 2000/01 to 13.1% in 2005/06.

% of visitors to town centres using non car modes has risen from 32.8% to 37.4% over the same period.

In Bath and North East Somerset:

11% fall in traffic levels in central Bath. 1% falls in Midsomer Norton and Radstock. 2 to 3% falls across most key corridors. Phased introduction of Urban Traffic Management Control

improved traffic flows in Bath providing new bus priority measures and pedestrian crossings.

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Parking

Decriminalisation of parking in Bath and Bristol has led to improved enforcement and movement of traffic. Buses have benefited from better access to bus stops. Residents’ parking zones in Bath, on street pay and display and increased park and ride provision have reduced the number of commuter journeys in the City.

Parking standards have been applied to new developments particularly in the central areas helping to reduce car use for commuting.

As a result of all these initiatives commuters are increasingly using more sustainable alternatives in their journey to work.

LINK For more on travel plans go to Table 5.5.

To reduce road accidents for all road users (especially children, cyclists, pedestrians and mobility impaired)

Considerable resources have been invested through the LTP in addressing road safety.

There is, however, concern over the data. There is evidence that base data for 1994-98 significantly under-recorded injury accidents, and for the period 2002-04 new police guidance on data recording meant that a number of slight injuries were inconsistently reported as serious. Together these two factors have masked improvement in performance.

Nonetheless results include:

The number of children Killed and Seriously Injured (KSI) in South Gloucestershire has fallen by 68% (from 19 in 2001 to 6 in 2005). This is the lowest level ever recorded in South Gloucestershire and means the 2010 target has been met six years ahead of time.

North Somerset’s target to reduce child KSI accidents is on track and there have been no child fatalities since July 2001. This is due to the large amount of resources deployed across the LTP, and justifies the strong road-safety focus of the LTP implementation programmes.

Bath and North East Somerset have exceeded the 2010 target to reduce child KSI.

For Bristol progress has been made with child KSI figures. The considerable work on road safety measures and safer routes to school in particular achieving a 17% decrease in Bristol over the five years.

KSIs in North Somerset have been reduced from the 1994-98 baseline of 98, down to just 80.

In South Gloucestershire there has been a general trend downwards in KSI, with some fluctuations. By 2005

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accident numbers were at their lowest ever. For Bristol overall totals for KSI casualties have fluctuated

over the plan period, but in 2005 are still at the same level as that of the original and believed to be under recorded 1994-98 baseline.

In Bath and North East Somerset the KSI numbers have continued to fall but the 2010 target is not on track.

Examples of successful measures include:

Avon and Somerset Safety Camera Partnership with a 10% reduction in road accidents at sites in the Bristol area.

Road safety campaigns featured heavily from the nationally recognised Kingswood Road Safety Project to successful motorcycle campaigns to promoting the road safety message in front of 200,000 people at the Badminton Horse Trials.

9 urban and 9 rural 20mph zones, 1 Homezone and one quiet lane scheme implemented in Bath and North East Somerset.

Child Pedestrian Training for 2,500 pupils a year, Kerbcraft training, driver training, Over 50s Safer Driving with Age, Bikesafe, Ride to Arrive and Health and Well Being Days campaigns and promotions in Bath and North East Somerset.

Improved personal security replacing pedestrian underpasses such as Easton Way in Bristol with new surface-level crossings.

The Night Bus service (Bristol and South Gloucestershire) with on-board marshals, and the enhanced taxi ranks in the centre of Bristol have improved security for evening travellers.

Cyclist security improved with more secure parking spaces leading a 30% fall in cycle thefts in Bristol.

LINK For more on road safety go to Table 5.2.

To provide quality alternative modes to the private car including public transport, information, cycling and walking integration of services

Bus

Over the last five years an extra one million passengers have been carried on our bus services. Clearly this demonstrates the benefits of our approach to public transport making the bus a more attractive alternative through delivering bus priority measures, new shelters and boarders (raised pavements), concessionary travel, bus service enhancements and information. Specific measures include:

Weston-super-Mare - Council/bus operator partnership with new buses, bus priority and upgraded infrastructure on the X1/7 routes. Reliability up from 38% to 74% and from 72%

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to 80% respectively. Bristol A38 showcase bus route increased patronage by

12%. This compares with little change in overall patronage across the city.

New Portway park and ride service. New supported bus routes such as the 500 service in Bristol

introduced to link bus and rail interchanges and car parks with key commercial and tourist destinations.

Bus passenger numbers up 13% on 2001/02 in Bath and North East Somerset. Park and ride use in Bath up 28% since 1998/99.

Odd Down park and ride to the Royal United Hospital passengers up 50% in 2004/05 improving accessibility for a significant number of residents whilst helping to reduce congestion and improve air quality in Bath. 100% user satisfaction in 2005.

Chew Valley Explorer service introduced linking 14 rural parishes in Bath and North East Somerset and North Somerset with Bristol. Daily frequency with new low floor, easy access vehicles.

Showcase corridor on the Bristol to Wells route in partnership with Somerset County Council and First. 2.7% growth in passengers in first year.

Local target to reduce the age of buses in Bath to 8 years more than met (now 5.7). 60% of vehicles are now low floor easy access buses.

In 2004 we combined our individual concessionary travel schemes to allow bus pass holders to travel at half fare anywhere within Greater Bristol. Now developed into the new joint Diamond Travelcard free fare bus pass.

Partnerships

We have a good record of partnership working with bus operators throughout the LTP:

Bus Quality Partnership in Bath with First achieved Northgate bus gate and 116 new low-emission easy-access buses, £500,000 spent on new/upgraded bus stops and £160,000 on publicity.

Punctuality Improvement Partnerships being progressed by North Somerset, Bath and North East Somerset.

South West Passenger Transport Information (SWPTI) Traveline telephone information services set up with all the other South West Councils and bus operators.

Promotions

Getting key messages across to the travelling public has helped people to reduce their car use by providing better information

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and enhancing the attractiveness of alternatives. Initiatives include:

Transport Promotions Officer appointed by South Gloucestershire to spearhead bus promotions.

Innovative campaigns and a colourful and easy to use range of travel guides have helped raise awareness, satisfaction with and use of buses.

Traveline service with JLTP target to improve accuracy. Bristol’s TravelSmart® programme in Bishopston achieved

reduction in car trips of 11%, car distances travelled down 13% (net saving of 1.7 million car km pa) and increases in cycling, walking and bus use.

Cycling and Walking

Significant progress has been made on delivering cycle and walking schemes and promoting their use. The widespread implementation of measures, the filling in of ‘missing gaps’ in the network, promotion of travel plans, innovative cycle training, active Cycle Forums and extensive, eye catching publicity and new maps are all playing their part. Outcomes include:

26% growth in cycling across Greater Bristol. 14% increase in walking in Bristol.

This is one of the highest growth rates in cycling in the South West. This is against a background of vehicular traffic growth at twice the national average and a legacy of development designed more around the needs of the car than the cyclist and pedestrian.

For cycling and walking significant lengths of new, mainly traffic free routes, have been opened and pedestrianisation extended. Schemes such as:

19 mile Colliers Way National Cycle Network (NCN) Route 24 between Radstock and Frome.

2 mile section on the Chew Valley Lake Cycle Route (NCN 3) providing links to rural communities.

Clevedon Pedestrian Strategy 2002 set out a range of walking measures. Walking in the town increased by 24.3%.

Increased pedestrianisation in Nailsea High Street has seen the pedestrian numbers rise by 31%.

We are now working on a Joint Public Rights of Way Improvement Plan.

Interchanges

Integration of transport services was seen as a key issue in

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developing the LTP. Working with Private Sector partners, new interchanges have been built, and existing areas enhanced.

New Broadmead bus and coach station in Bristol, in conjunction with redevelopment, now provides far better, modern, clean, comfortable interchange facilities for the public accessing central Bristol.

Major investment in the forecourt at Weston-super-Mare station has created a new travel interchange.

Plans for new bus station adjacent to Bath Spa railway station. Construction to commence in 2006.

Rural Interchange Hubs provided in Almondsbury, Pucklechurch, Wick and Alveston.

Bristol Parkway station interchange improvements and new bus connecting bus services.

£300,000 capital investment used in partnership with local train operators to enhance the interchange facilities at stations across Bristol.

Investment, promotion and support for local rail has seen patronage increase by 41%

Summary

Providing better alternatives to the private car has given the travelling public a wider choice, particularly during peak periods where congestion and delay to private car users is highest. This is best seen in Bristol meeting its stretching local target to reduce private car traffic entering the city centre by 10% by 2005.

LINK For more on cycling go to Table 5.4 and for public transport Table 5.1.

To promote access to everyday facilities for all, address the needs of disabled people and provide a socially inclusive transport network

As described in the Wider Impact chapter significant progress has been made on addressing the issues of social exclusion.

Community Transport

The community transport network has grown substantially over the LTP period. Outcomes include:

6,000 passengers a month in South Gloucestershire, a 316% increase on 2000/01

70% rise in passengers in Bristol 43% rise in passengers in North Somerset 42% rise in passengers in Bath and North East Somerset ‘Fare Car’ and Dial-a-Ride schemes now reach 75% of the

rural population in Bath and North East Somerset. To be extended to cover all rural parishes.

Taxi sharing schemes in Barton Hill, St Phillips and St

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Anne’s. Car Clubs introduced across 15 areas of the Bristol. Bristol

Car Clubs now have 26 cars with 470 members

Regeneration

Regeneration has taken place both in the city centres and local communities. The showcase bus scheme in Bristol was specifically aimed at improving transport links between isolated and deprived communities and job opportunities.

The Dings Home Zone in inner Bristol was a key catalyst for regeneration linking the isolated Dings Community with the new Temple Quay development and community.

Provision for Disabled People

Measures include:

Number of bus stops equipped for low floor use increased by 140% (from 175 to 422) meeting the local target.

60% of the bus fleet in Bath is now wheelchair accessible (local target on track).

Number of disabled person’s parking bays has nearly doubled.

Raised platforms and dropped kerbs programme to ensure all stops are Disability Discrimination Act (DDA) compliant by 2015/16.

19% of bus stops in North Somerset are DDA compliant (local target on track) up from just 5% five years ago.

Continued prioritisation of footway maintenance, and the enhancement of crossings have significantly improved the pedestrian environment for disabled people.

100% of controlled pedestrian crossings in North Somerset now incorporate facilities for disabled people.

90% of pedestrian crossings in Bristol incorporate facilities for disabled people up from 48% (local target met).

LINK For more on accessibility and social inclusion go to Chapter 3.

To maintain and enhance the economic vitality of existing centres, promote and develop a successful economy

The Civic Pride project in Weston-super-Mare has seen over £11m committed to a package of schemes to improve the town centre through upgraded junctions, urban design layouts, landscaping and cycling and pedestrian facilities. This includes a £0.77m contribution from the LTP, a £5m contribution from the South West Regional Development Agency (SWRDA) and £2m from the Council.

Nailsea has benefited from significant improvements to its high

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street including substantial pedestrianisation, as well as upgrading the car park to improve access and combat anti-social behaviour.

The central area environment in Bristol has been transformed over the Plan period. Redevelopment projects assisted with LTP transport investment include:

New pedestrian areas and environmental enhancements. Centre Project with the enhancement of Queen Square, and Support for the ongoing Harbourside and Broadmead

expansion schemes. Broadmead freight consolidation scheme serving 46 city

centre retailers from the consolidation centre at Emersons Green.

Publication of a Commercial Vehicle Drivers’ Atlas. A38 showcase bus route increasing access to employment

from the deprived areas of South Bristol, with patronage up 12%.

New park and ride site opened on the A4 Portway corridor providing not only express services to improve commuter trips into central Bristol but also a new bus service for areas of the city previously poorly served.

New Broadmead central bus and coach station opened in conjunction with redevelopment of the former site.

In Bath footway widening on Walcot Street enhanced the walking route to the Artisan quarter. Revised goods vehicle signing has helped protect historic buildings as has the ‘Clear Zone’ demonstration project.

Kingswood, Staple Hill and Downend town centres have all benefited from schemes to enhance the local environment and strengthen retail performance.

LINK For more on economic vitality go to Chapter 3.Note: These objectives are an amalgamation of those for Bath and North East Somerset, Bristol City, North Somerset and South Gloucestershire Councils.

Changes to key aims and objectives since the first LTP

2.27 The key objectives of all four Local Transport Plans have remained the same throughout the Plan Period and this has provided a consistent policy background and focus to the implementation of measures in support of the Plans. We have had to be flexible as the changes outlined below illustrate.

2.28 A key element of two of the Plans was the introduction of Line 1 of the Bristol and South Gloucestershire Light Rapid Transit (LRT) tram network. Extensive consultation revealed a rapid transit system as the

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single most popular issue with 90% of people stating that they wished to see its introduction in the city. Exhaustive testing of appropriate technologies, and their comparative benefits carried out in the development of the LTP indicated that light rail technology could provide a step change in public transport provision in the area.

2.29 Bristol and South Gloucestershire allocated significant resources to progressing these proposals during the LTP. In particular, the two Councils worked in partnership to progress the implementation of Line 1, between Almondsbury and Bristol City Centre.

2.30 In March 2001, the government accepted the economic case for Line 1 and gave a provisional commitment to fund a substantial proportion of the implementation costs. This endorsement was dependent on the resolution of a number of outstanding issues, and in particular agreement with the Highway Authority and the Highways Agency on the operation of the scheme and its impact in the vicinity of Junction 16 of the M5 at Almondsbury.

2.31 Subsequent consultancy studies raised significant doubts about the practicality of terminating Line 1 at a Park and Ride site at Almondsbury. Parallel work was undertaken on the potential for a new northern terminus at either Parkway Station or Cribbs Causeway. The results of this appraisal showed the Parkway option to be economically viable.

2.32 Consequently, an Annex E scheme appraisal was submitted to DfT in December 2003 for the City Centre to Parkway LRT Route. This was then developed further, incorporating emerging government guidance on LRT schemes. Work also commenced on an Alternative Rapid Transit Strategy to investigate alternative solutions for the ‘north fringe’ area if Line 1 terminated at Parkway.

2.33 The Government’s Local Transport Settlement letter in December 2003 gave a clear indication the Line 1 was unlikely to receive national funding. There was little option but to suspend the promotion of the Line 1 LRT proposal. Both Councils have continued to safeguard, for potential public transport routes, all the routes identified in the LTP, Local Plan and Structure Plan.

2.34 In the short term with support from the Government, we have progressed with a bus based strategy to promote high quality public transport. It must be noted that the results of GBSTS indicate that a form of Rapid Transit should be a key part of the strategy for transport in this area. These proposals have been taken forward in the JLTP on the basis of Bus Rapid Transit in the medium term. A future LRT network, however, is still essential to meet the longer term needs of the area and facilitate the potential housing and employment growth set out in the Regional Spatial Strategy.

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2.35 One change that occurred in North Somerset was the delay to the planned implementation of Decriminalised Parking Enforcement (DPE). This was originally intended to be rolled out within the LTP period, but was postponed due to capacity issues and the need to refocus priorities on successfully improving assessment scores in 2004 and 2005. DPE is now likely to be brought forward in late 2007. One positive aspect, however, is that it has allowed a greater element of partnership working and sharing of knowledge and experience with South Gloucestershire who are also looking to implement DPE to a similar timescale (as set out in the JLTP).

2.36 In Bath the Lambridge park and ride site has been delayed due to planning issues regarding the relocation of Bath Rugby Club from the site and proposed flood mitigation measures. Plans for the Western Riverside and Southgate regeneration sites in Bath have also been delayed. All the transport proposals associated with these developments and the park and ride site are now in the Bath Package major scheme bid submitted in July 2006.

What has worked well and what can be improved

Worked Well

Alternatives to the car

2.37 Our LTP strategy was based on lessening dependence on the car by developing and promoting alternatives. There has been strong progress on providing significantly better alternatives to the private car and by the number of people taking advantage of them as part of their travel choices.

2.38 The implementation of the cycling strategies has been very successful in both providing enhanced alternatives but also encouraging their use. Over the LTP, cycling levels across Greater Bristol have increased by 26%. This can be set against the national trend of decreasing levels of cycling (National Travel Survey, DfT July 2005). This trend is also very significant in that Bristol already had higher than average cycling levels before the Plan period, and was starting from an already high base.

2.39 These increases, as set out in Table 5.4 Cycling Plan Strategy, are mainly down to:

Infrastructure - specific cycling schemes have demonstrated greater than anticipated benefits, for example the Bristol to Bath Railway Path has seen a 33% increase in cycling on this already very popular route.

Bringing cycling to the centre of public policy – transport schemes are audited to ensure that their design contributes to improving the

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environment. 28% increase in cycling on the northern section of the A38 showcase route.

Promotional work - Annual programme of 2,000 personalised travel plans shown increasing cycling levels along with decreased car use. Targeted areas have achieved up to 40% increases in cycling. Major events such as the Big Bike Ride attract much publicity.

Cycling strategy success recognised nationally, with the Local Authority Cycling Assessment from the English Regional Cycling Development Team (ERCDT) giving Bristol a bell score of 4 out of 5, North Somerset and South Gloucestershire 3 out of 5 and Bath and North East Somerset 2 out of 5.

2.40 Bus priority measures and new services and facilities for passengers have also had an impact as Box 2B shows.

Box 2B

A38 Showcase Bus Route

The implementation of Bristol’s first showcase bus route for services 75, 76 and 77, along the A38 corridor between Cribbs Causeway and Henbury in the North and Hartcliffe in the South, has delivered excellent results following its launch in December 2003.

The project itself was a good example of partnership working with the main bus operator First, local residents along the route, local business groups, trader organisations and the emergency services, closely co-ordinated between Bristol and South Gloucestershire Councils. Through detailed public participation initial designs were varied and differing solutions explored.

In the Gloucester Road shopping area, for example, fears over a possible loss of trade from losing parking spaces to bus priority measures led to a new high quality short stay shoppers’ car park serving around 200 motorists per day.

The scheme also including enhancements to the walking and cycling environment, through comprehensive pedestrian improvements at key junctions and cycle lanes and advanced stop lines for cyclists along the route.

Some key facts and figures:

£3.5million spent on delivering redesigned junctions, bus lanes, raised kerbs along the length of the route and improved shelters with Real Time Information.

£2.5m dedicated fleet of low-floor, modern clean vehicles provided by First.

12% increase in bus patronage. 28% increase in cycling on the northern section of the route. 1,200 vehicle journeys per week removed from this route.

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Experience learnt from the project is now being taken forward and developed as for the next showcase route on the A420 / A431 corridor, which is progressing well.

2.41 The Urban Bus Challenge Odd Down park and ride service 42 to the Royal United Hospital in Bath provides an essential link to the local hospital for commuters, patients and visitors from the surrounding rural areas and the two most deprived areas within the City.

2.42 Recognising areas where we were weak, for example on Bus Passenger Satisfaction and passengers, led to direct action in South Gloucestershire with the appointment of a Transport Promotions Officer. The innovative campaigns that have followed and the steadily increasing levels of bus use, up 5.6% in 2005/06, are witness to the success of this approach. As is bus passenger satisfaction, measured as a local target in 2004/05, up from 40% in 2003/04 to 47%.

2.43 The www.2carshare.com initiative goes from strength to strength, its success recognised in the expansion covering the whole of the Joint Local Transport Plan area in 2005 (go to Box 2A).

Box 2A

Car Sharing

Since its launch in 2001, membership of our car sharing scheme www.2carshare.com has continued to grow. The scheme now covers the whole of the Greater Bristol area and over 20 major employers now sponsor the scheme. Membership in 2005/06 reached 4,000 with over 60% of users finding a car share match.

Extensive promotional activities include:

Road signs advertising the website located on the 2+ lanes of the A4174 Avon Ring Road and at congestion hotspots.

Green Travel Roadshows at employer sites. Radio advertising, petrol pump promotions and sponsorship campaigns. 2+ parking provided for major employers such as Rolls Royce, WS Atkins

and Telewest.

Funding, Resources and Joint Working

2.44 Attracting additional funding has been highly successful. Developer contributions through S106 agreements have generated £14.1m for transport measures across our area. For the Civic Pride Initiative in Weston-super-Mare £5m was secured from the South West Regional Development Agency (SWRDA) and £0.6m from the Department of Environment Food and Rural Affairs (DEFRA).

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2.45 Successful bids for Rural Bus Challenge funding and the Public Service Level Agreement for bus patronage (South Gloucestershire) have led to a wider range of schemes than would otherwise have been achieved. £3.3m of Supplementary Bid money for the A4174 Avon Ring Road enabled significant progress to be made on tackling congestion on this highly important part of the network.

2.46 Over the LTP we have committed considerable extra resources to improving transport across the area. This has involved the creation of the Sustainable Travel Team in North Somerset and a Sustainable Transport Service in South Gloucestershire.

2.47 For North Somerset this includes officers covering public transport, concessionary fares, school travel, cycling, workplace travel plans, and walking. This was as a direct result of performance assessments early in the LTP which showed the Council needed to do more to deliver its LTP objectives. This recognised lack of capacity instigated a restructure and recruitment to bring extra officer capacity on board. Results are already being seen with greater delivery, impact and increasing performance assessments from the DfT.

2.48 In South Gloucestershire creating a Sustainable Transport Service

brought together Transport Policy, a new Integrated Transport Unit, Public Rights of Way and Highway Development Control has provided greater integration for the delivery of Local Transport Plan objectives. The Integrated Transport Unit, made up of Public, Education and Social Services transport, has greatly assisted the co-ordination of transport services, bus accessibility improvements and promoted community transport.

2.49 In Bristol a new department of Planning, Transport and Sustainable Development was created in 2005. This has provided a clearer focus on planning and delivery including for the first time all the transport functions in one department.

2.50 Joint working between us was greatly assisted through our work on the Shared Priorities Development Plan submitted to the Department for Transport in May 2004. Based around the four shared priorities of congestion, accessibility, road safety and air quality the Plan laid the foundation for the Joint Local Transport Plan. It demonstrated we could address common transport issues across our area and come up with workable solutions.

2.51 The Traffic Management Act 2004 placed a new duty on local authorities to manage their networks to secure the expeditious movement of people and goods. Traffic Managers have now been appointed by all four of us. A Greater Bristol Traffic Managers Liaison Group now meets monthly to co-ordinate our approach and assists the

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development and implementation of congestion policies, road hierarchy review and Network Management Strategy.

Can be improved

2.52 Not everything has quite gone to plan. Aspects Park and Share, a bold attempt to establish the first car sharing multi modal interchange site in Great Britain on the A4174 was less successful than anticipated. Despite extensive marketing the expected demand did not materialise and the site was discontinued in 2005. Nonetheless valuable lessons have been learnt about how future sites should be located, developed and marketed.

2.53 Through the LTP and a specific grant from the DfT’s Home Zone Challenge Programme, and European Commission funding, several retro-fit Home Zones have been developed in various areas of Bristol. The projects have proved very popular with the local residents and have improved the local environment immensely. Through consultation with residents the original designs have been altered and in some cases grew from the original costed proposals. Because of this additional LTP and Bristol City Council resources were needed diverting this investment away from other areas of the Plan.

2.54 The Home Zones have proved very successful in terms of their environmental impact. It is more difficult, however, to measure their impacts on the transport objectives of the LTP and the shared priorities for transport that now underpin the overall strategy. The high cost of these retrofit schemes means that the strategy being taken forward in the JLTP focuses on new-build Home Zones implemented with development.

2.55 The Home Zone schemes could be said to have become a victim of their own success, as there are currently 15 outstanding requests for retro-fit Home Zones. Unfortunately if these are to be taken forward this would have to be done outside of the LTP programme, as their cost effectiveness makes it difficult to justify inclusion in the core programme containing many competing transport priorities. Experiences gained from the successful projects that were implemented can help to achieve better design solutions for development related projects and other road calming schemes.

2.56 Planned reduction in casualties has not been achieved. A review of road safety concluded that further reductions to help reduce single vehicles accidents and change road user behaviour require continued and new revenue support for road safety education, training and publicity. Nonetheless we have as Tables 2.1 and 5.2 show made considerable progress in bringing down casualty numbers. For the JLTP we have chosen a 2001-2004 average as a baseline as this addresses previous concerns about under reporting. A linear trajectory

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has been used to reflect the sustained investment of the JLTP road safety programme.

2.57 Performance with our highway maintenance targets has fluctuated over the LTP period with the move from deflectograph to Scanner surveys. The emerging Transport Asset Management Plan, however, will see substantial progress across all our maintenance targets during the JLTP period.

What foundations for the longer term have been put in place?

2.58 The LTP has helped change attitudes. Internally this is recognising that transport is not an isolated issue. Externally the general public are becoming more aware of the impact of their transport choices, the need to consider alternatives and the wider benefits of non-motorised travel.

2.59 As already mentioned the creation of new teams and structures at our Councils has lead to a greater focus on co-ordination and delivery. This experience and expertise will be invaluable in taking the Joint Local Transport (JLTP) forward. In Bath the creation of a new City Strategy will enable the better planning ahead of projects and delivery of the Bath Package.

2.60 Two of the four Councils achieved Centre of Excellence status during the LTP period. Bristol for the quality of its Plan and South Gloucestershire on delivery. We are delivering schemes on the ground, hitting targets and providing genuine alternatives to getting around.

2.61 On a delivery level, the LTP and Shared Priorities Development Plan work has put in place the foundations to build upon as we move into the JLTP era. The foundations to move forward with improving and completing our cycling and pedestrian networks, the foundations to address road safety at targeted areas and the foundations on which to build our education, training and publicity programmes aiming to change ideas, attitudes and ultimately, behaviour.

2.62 Throughout the LTP we have delivered cost effective and value for money schemes. Our schemes are frequently based on best practice from both within and outside the Greater Bristol JLTP area. Many of the examples quoted in this Delivery Report illustrate how we have made best use of resources and procurement and achieved high benefits. The lessons learnt have been influential in shaping the JLTP programme.

2.63 The JLTP’s Network Management Strategy for example focuses on value for money and making the best use of the existing highway network. Equally the emerging Transport Asset Management Plan

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would not have been possible without experience gained over the last five years.

2.64 By close management of the capital programme in the first five years of the LTP, the allocations provided to each of us were fully spent. We intend to build on this experience to ensure that the programme of works set out in the JLTP is delivered on time and within budget.

2.65 We already have a wide range of expertise in delivering challenging projects and programmes. These have included EU-funded demonstration projects such as the PROGRESS road pricing study. We will continue to engage in best practice networks both within the UK and Europe. Through the Transport Innovation Fund, Road Pricing Local Liaison Group and associated development work we will seek to bring in further expertise at appropriate stages.

2.66 As we move into the JLTP we are building on our successes with the submission of the Greater Bristol Bus Network and Bath Package major scheme bids. If approved the Greater Bristol Bus Network will deliver a huge investment in bus services in the area including a commitment from the main operator, First, for a £20 million investment in new buses.

2.67 We look forward to removing cross-boundary barriers to movement,

continuing to challenge ourselves with ambitious targets, and delivering

a reliable, safe and efficient transport network for the years to come.

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