Keynsham Greenways Project · between bank erosion on the one side and encroachment on the other 4...

Working Document 17 December 2012

John Grimshaw CBE The Wool Hall, Bristol, BS1 6JJ

Avon Towpath Section : Conham to Hanham and the Somerdale BridgeKeynsham Greenways Project

The River Avon, looking upstream from near Conham

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Contents

1 Introduction to the Keynsham Greenways Project

2 Summary and outline description of the Conham and Hanham section

3 The endless battle for survival of the towpath between bank erosion on the one side and encroachment on the other

4 Detailed description of the route

• Map 1 The Quarry section from Hanham

• Map 2 The open section to the Poplar Wood

• Map 3 The constricted section past the fenced fields

• Map 4 The Ring Road Link and Hanham

• Map 4A The Ring Road link in detail

• Map 5 Chequers Inn to the Somerdale Bridge

• Plan showing a possible Promenade Route through the Somerdale Development connecting Hanham with Keynsham Town Centre

• Somerdale to Keynsham Station, Keynsham Memorial Park, Town Centre and Riverside Route to Bath - preliminary sketch 10 April 2012

Keynsham Greenways ProjectRiver Avon Towpath Section : Conham to Hanham and the Somerdale Bridge

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Keynsham Greenways Project•River Avon Towpath Section : Conham to Hanham and the Somerdale Bridge

Conham Road to Hanham Mills riverside section

Ring Road link

View showing greenway crossing of the River Avon at Chippenham

1. Introduction to the Keynsham Greenway Project

The proposed redevelopment of the Somerdale Chocolate Factory site 2012 - 2914 provides an opportunity to connect both the residents of that development and Keynsham itself to the riverside, to Bristol, to the popular Railway Path, and to Bath. At one level these connections are a necessary part of the transport strategy for giving access to this rather isolated site as they will enable residents to cycle to work in most directions. At the same time the Keynsham Greenways will give local people access to particularly attractive local resources – the established Bristol and Bath Railway Path, and the beautiful wooded riverside towpath from Hanham to Conham.

The key to the riverside towpath and the way to Bristol, is the proposed new Somerdale Bridge over the River Avon which is to be included in the redevelopment. At this stage it is not finally clear exactly where the Developers wish to locate this but whatever their decision the connecting route to Chequers and Bristol needs to be rebuilt to a comparable standard to provide a year-round linking route.

The Keynsham Greenways project is being promoted by Bath and North East Somerset and South Gloucestershire Councils, with support from Bristol City Council, to ensure that all the connecting routes shown on this plan, or something similar, are open for use to coincide with the first resident taking up occupancy on the Somerdale site. With these Greenway routes in place there will be every opportunity for many local and everyday journeys to be made by foot or cycle without placing a further car on already crowded roads.

Most of the route downstream from the proposed bridge lies in Bristol’s area and they own the towpath itself downstream from Hanham although this narrow strip is

bounded by South Gloucestershire who own much of the land in the area. There are a number of gaps to be dealt with to make for a continuous route of the highest standard through to Temple Meads and the City Centre. The chief problem, which is addressed in this report, is the towpath itself from Hanham to Conham, which forms part of the Port of Bristol Estate.

Despite recent repairs the first mile downstream from Hanham is all but impassable in wet weather, including during the recent April/May 2012. It is very narrow in places and needs a sealed surface, which both drains free of water and can be cleaned of mud without damage. At Conham Road there is no riverside path for ¼ mile, whilst further

Keynsham Greenways Project Bristol River Avon Towpath Section : Conham to Hanham and the Somerdale Bridge

towards Bristol there is only a rudimentary link between Hanham Park and Sparke Evans Park, and finally there is no link at Temple Meads from Feeder Road through to the Cheese Grater Bridge at the start of the Millennium Mile stretching through the city to Brunel’s SS. Great Britain. These last issues are being dealt with separately and are not covered here.

Post Office link

Netham Park to Sparke Evans Park

Netham Road crossing

Conham Road

Somerdale Avon Bridge and link to Hanham Mills

Bitton link

Keynsham Town Centre connections

Keynsham and Bitton Station link

Riverside Route from Keynsham to Railway Path

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2. The Riverside Section

This report covers the riverside section from Conham to the proposed new bridge upstream from Chequers, a distance of a little over 3.5km.

This is a particularly spectacular section of wooded valley close to Bristol but remote in atmosphere. As far as Chequers the riverside path is the towpath administered by the Port of Bristol Authority who also manage the navigation as far upstream as Hanham Lock.

Over the years bank-side erosion, flooding, silt and hedge encroachment have all combined to make the path narrow and, at some stages of the year, all but impassable. Work has been done to reconstruct the path, and in 2010, short sections of the river bank were repaired.

However over a number of months this last winter 11/12, despite these works, the path has been very difficult to use. This report sets out the works needed to make an all weather path of adequate width to use throughout the year. Whilst nothing can be done about the inevitability of occasional flooding, especially that resulting from a combination of high spring tides and fresh water flows in the Avon, the path can be constructed to a standard which can withstand inundation, and can be cleared of silt once the levels retreat. In practice this requires a sealed surface set slightly above the ground level so that it drains dry.

This towpath is a designated bridleway and it is considered that equestrians will also benefit from this improved surface. In addition it is suggested that the nearby pipeline track could be developed as a useful bridleway route, especially for those times when the river side path may be heavily used by walkers and cyclists.

This report sets out the works required and considers particularly carefully the implications and needs of adjacent landowners. The report also includes a good connection to the Ring Road cycle track, and details options to a River Avon Bridge for Keynsham.

Looking upstream from near Conham

Looking upstream below Riverside Cottages

Link to Ring Road Cycle Route

Map showing the overall route from Conham to Hanham with the proposed link to the Ring Road and possible locations for the Somerdale Bridge to Keynsham

Keep as informal promenade

Constricted section

Options for Somerdale Bridge for Keynsham

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Existing path 1.5-2.0m wide

Ideally the fence would be 6.0m back from top of riverbank to give a narrow verge on this side

2.0m 3.0m

Typical idealised section showing the issues of path and verge width, bank protection and hedge encroachment all of which have to be held in balance.

3. The endless battle for survival of the towpath between bank erosion on the one side and encroachment on the other.

The objective of the scheme is to provide a path of similar width to the existing railway path at Bitton in order that it can provide a popular and attractive resource for the area.

The original towpath width was approximately 8 ft. (2.4 metres), and this now has eroded or grown in to as little as 1.0 metres in some places.

Whilst 2.4 metres is adequate for many paths, we do consider that a well surfaced path through this attractive valley would be very popular, and that the 3.0m width would work much better should high levels of walking and cycling emerge, and that this width should be the aim wherever this is possible.

At the same time there does need to be an adequate riverside verge to protect the public from the possible dangers of falling into the river, and in the wider areas to allow for people to stop on the bank to watch the river, rest, have a picnic or whatever.

Bank Protection Works

The river bank is by no means fixed as it is constantly battered by scouring, erosion, flooding and tides coming over the Netham Weir as far as Hanham Weir and even beyond. These cause loss of bank, and in places deposit of sediment.

Various measures have been taken over the years to maintain a stable bank for the towpath running along it. The works have generally been done in a piecemeal fashion, to deal with a particular problem. Any idea of constructing a retaining wall along the whole length of the river has never been considered and would be entirely inappropriate in this attractive rural location. The works include;

Stone Walls and Landing Stages of which the most substantial remaining is at the start of the Poplar Woods.

Stone Steps and Mooring Points which may be the remains of larger landing stages. These act as hard points which don’t erode but leave the bank either side, particularly downstream vulnerable to scour. There is a good deal of large stone in the bed of the river in these areas suggesting there were once more extensive works or even bank revetments to resist further loss of bank.

Photographs of various bank protection works along this section of the River Avon

Stone path work which can be seen for a depth of 300mm or more where it is exposed at a few eroded places. This arrangement may, or may not, have been in response to halting bank erosion.

Wire gabions filled with stone can be seen in one or two places. These were probably used to rebuild a short length of collapsed bank and towpath, perhaps in an emergency situation.

Plastic mesh revetments have been recently constructed over 50 or 60metres. They extend the full height of the bank from water level to the towpath 2 metres above.

Timber stakes and hessian matting, have been used recently to try to stabilise the bank in an organic way. It is not known how these relatively fragile measures will function at times of high flood.

Some combination of these measures will continue to be needed in the future to deal with severe points of erosion. At the same time it would be prudent to move the towpath a little further from the river’s edge wherever this is possible in order to anticipate further bank loss as a result of some future flood.

Other bank side issues

Fishermen need a good width to comfortably work from and they would benefit by creating a much wider verge, perhaps even mown in places. In order to prevent erosion from their cutting steps to a lower level, this should be discouraged or perhaps occasionally provided for. Similar grooves made by dogs scrambling up need to be protected against further erosion.

Wide grass verge, partly on top of existing path

1.0m

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The landward side of the towpath

For much of the way the land is owned by South Gloucestershire Council and there are good opportunities for widening the path and setting it back a little further from the riverside.

But over a central section, either side of Riverside Cottages, the bank side is narrower and the boundary is made up of hedges, fences and some trees. Along these constricted areas the ideal solution would be to negotiate a narrow slice of additional land, replant a hedge and tree line on the new boundary line, and then to remove the existing hedge to end up with a new 3m wide path and adequate grass verges on either side. This ideal is shown in the section. In practice the width of the bank varies and additional land is required over only a few short sections, with the rest of the way giving adequate space once the hedge and vegetation is cut back to the fence line.

The towpath section downstream of Hanham Lock is owned by the Port of Bristol Authority, the Navigation Authority. To take account of the impossibility of the bank side remaining stable for all time, the Navigation Authority responsible for the towpath has always had the powers to take additional land where this was necessary. These powers were redefined in the Bristol City Docks Revision Order 1998. The Order provides an interpretation of the City Docks Estate and states that it includes a space of five yards in width immediately above the level of mean high water springs as far upstream as Hanham Weir.

Where fragments of additional land are required it is anticipated that these will be agreed with their owner through negotiation in the first instance.

Cross sections showing the different situations along this section of the riverside towpath

Type A: Adequate width to fence: some trimming of hedge required

Type B: Narrow width but adequate to inner fence to make new boundary

Type D: Inadequate width and new boundary required

Type C: Adequate width within boundary but hedge and trees to be removed for path width

Existing path 1.5-2.0m wide

Ideally the fence would be 5.0m back to give a narrow verge on this side

Existing fence

Make new fence here and remove vegetation

1.5m

Narrow path in hollow

New path 3.0m wide

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fro

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Make new fence

Existing fence

4.5m from high water level

4.5m from mean high water mark

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Map 1. The Quarry Section

1. This first loop of the towpath from the Conham Vale car park as far as the ferry to Bees Tea Gardens is particularly popular with walkers and it may be best if this path was left as it is with a stone surface and not part of the planned formal cycling route. Here and throughout the path has a bridleway status so both equestrians and cyclists would continue to be permitted to use it, but the formal cycling route could join the towpath at the ferry point.

2. Lane from Conham Vale should be used as the cycling route. The lane is walled on either side with a generally good surface. This should be resurfaced at the same time as the towpath is reconstructed and any damage to the walls repaired. In particular the slag coping stones should be replaced with matching ones if possible as this is very much a feature of the metal workings which used to operate in this area. At the start of the lane replace the existing gate with bollards.

3. The first 800m of the towpath has retained its characteristic of a road more than the rest of the towpath. This is possibly because it is generally above flood level, and because it served industrial areas for that part of their output which did not go away by barge. This section mostly has a low retaining wall on the quarry side, and in a few short sections a concrete wall supporting the Kingswood sewer. In addition this part of the towpath has a good number of mature trees growing on the bank side, all of which combine to give this section a substantial and adequate feeling. Little work is needed except to clear all the vegetation back to the retaining wall and repair or resurface the towpath itself.

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Bank width varies but total width to water level should be 1.5m-2.0m

Cut back vegetation to dwarf retaining wall

Keep first

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Target path width is 3.0m (2.5m min)

Photo

4. There are a number paths linking up through the old quarries to the residential properties out of sight behind trees at the top of the hillside. Whilst these are all fascinating none are suitable for developing as a cycling link.

5. Here the river swings away from the hillside leaving plenty of space for the towpath.

6. At this point a large and mature sycamore tree crowds the towpath area where there is also considerable bank tree and passing 4m from its trunk.

Typical path over the lower section: (0m - 800m) where there is a well defined stone track now generally 1.45m wide

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1:2500 scale when printed at A3 size


Map 2. The open section as far as the Poplar Tree Wood, 800-1450m

1. Here the overgrowing vegetation should be cut back 3m to remove a kink in the towpath.

2. The connecting path forms a natural exist for flood water and a ‘standard’ pipe and seps detail is required here.

3. The towpath here is generally in quite good condition. It was surfaced with stone in 2010, albeit rather large and loose and of a varying width. The area is not fenced and belongs to South Gloucestershire Council as far as 1240. Here it would generally be a good thing to shift the path a little inland especially in areas where there is any threat of further bank erosion. The path is always to be widended away from the river and the riverside verge is to be repaired and extended.

The 2010 work left a low bank of silty soil to the side of the path in the flood plain. It would be best that the proposed path is constructed to be a little proud of the general ground surface in order that it drains dry even in flood conditions and any excavated material from previous works should be collected up and taken to some point beyond the flood plain. Any excavated material to be takenn to agreed spill areas on the edge of the flood plain.

4. The pipeline route which would be the better place for mountain cyclists and equestrians.

5. South Gloucestershire’s land ends here. This is the point of the remains of a stone landing point and this outcrop has protected the bank against scour. But downstream for 110m or so, considerable efforts have be made to control erosion and the path should be taken inland by 5m or so in order that it is not damaged should the scour continue.

6. There is a small cluster of trees here which constricts the width of the towpath. They should all be removed so as to allow space for the path, or the path should be rerouted inland of this feature. Over this section the path will just slip over the boarder into South Gloucestershire.

7. The Poplar Wood has long been a notable feature of the riverside. Recently some trees have been felled and it is to be hoped that new saplings can be planted. Here the riverbank is wide and there are no path width restrictions.

8. This path follows the alignment of a former tramway serving the quarries here, all of which finally closed at the turn of the last century.

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3.0m

Cover over stone path to give a good 1m wide

grass verge

Recently built rough stone path about 1.2m wide

New path to be set at general ground level. Remove rough grass and any bushes or trees then lay path on filter fabric

Plant new trees at 30m intervals

3m

Mow 1m wide grass verge

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Grass verge to fall away from path

50mm compacted DBM 2.5-3m wide150mm scalpings or similar laid on polypropylene filter fabric, width 400mm wider than DBM

Photo 1 showing

narrow width of path but

plenty of room to widen away from the river

Photo 3 beside the poplar wood

Photo 2 showing example of tree constricting path width but spare room to pass on the side away from the river

Typical section on Council land with no hedgerows (800-1240m) Construct new 3m wide path set back at least 3m from the waterside. Abandon the existing path but recover stone if this can be usefully recovered

Detail of path construction

Approximate ground level

Photo 1

Photo 2

Photo 3

Poplar Wood

Notional boundary between Bristol and South Gloucestershire. In some areas the remains of the boundary wall is found

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Abandonned field

End of South Gloucestershire Land

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Map 3. The constricted sections, 1450-2350m

1. This first field provides a particularly difficult restriction. For the first 30m the bank is protected by the concrete wall of a former quarry loading stage. Then the bank has recently been reconstructed - 2010, with a further 30m of reinforced mesh. But after this the path, such as it is, runs in a deep depression which traps any rainwater, holds any flood and silt and generally is almost impassable in poor weather.

The boundary is formed by a wide hedge which overhangs its wire fence and encroaches well into the 4.5m towpath land. The owner has erected a second fence inside the wide hedge to secure any livestock. Over this section we suggest that a new sheep mesh fence is erected on the 4.5m line (or preferably on the 5 – 6m line by negotiation) and that then the hedge is cut back hard to this new fence line. Should any sections of the hedge appear too thin as a result of this work then the project is to replant to the land owners requirements. Total length 170m (generally cross section type B).

2. Existing linking path back to join the sewer track and the road through to Castle Farm road.

3. This second field is generally set back slightly more and there is space for the path. Again though, the path and field boundary would be usefully defined by erecting a new sheep mesh fence to completely seal off the adjacent paddock. The length here is 140m (mostly cross section type A)

4. The largest field has not been farmed for some years. Here the wire fence is generally on the correct alignment, but the path is restricted because the hedge and even some trees have been allowed to grow out onto the bank. Again we suggest that the field is re-fenced with sheep mesh fencing, either on the current alignment of the fence or at 5.0m by agreement. Once this is done all the encroaching hedge bushes and trees should be removed. This would provide open views to the wooded hillside very similar

to those lower down stream on the Council lands or, if the landowner agreed, selected trees could be planted along this alignment to give some reinforcement to the boundary without quite the same oppressive feel of a solid hedge. The length here is 290m and runs past the former gun powder store for the quarries (generally cross section type C).

5. There is a narrow access track to the large field here which runs parallel with the path. It would feel a little more spacious if the fence was removed although the towpath would remain within its proscribed area.

6. The path in front of the Riverside Cottages doubles up as an access road to the dwellings. Perhaps the 3m path could be given a narrow stone hard standing so that vehicles could draw a little to the side when they are unloading? The river bank is kept mown here as a wide lawn in front of the cottages. At either end of this section by the cottages place bollards across the path to prevent vehicular use of the towpath.

7. The detailed cross section shows the arrangement proposed here with a low wall near the houses to keep the path away from their boundary.

8. This is a private access track road to Riverside Cottages.

9. These last two fields provide a real challenge as the land for the towpath drops away to as little as 2m. The optimum solution, if not the only solution for a good path, has been through negotiation to reposition the fence and plant new hedges and trees all on a line 5-6m from the water’s edge. This arrangement as agreed with the landowners is shown in the detailed cross-sections. The ecological assment and report is shown in the supporting document.

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View of Riverside Cottages

Photo

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Access lane to be reconstructed and finished with tarmac surface at the end of the work

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Chainage 1700; Conditions in July showing the state of the towpath in this area at the height of the summer 2012

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Map 4. The Ring Road Link and Hanham, 2350-3200m

1. This land is owned by South Gloucestershire Council. The generally level river bank is now wooded all the way back to the start of the hillside, but there is mostly adequate room for the path. In one or two instances trees should be removed so as to ensure that the path is set back from the bank edge.

2. This link to the Ring Road with its cycle track is a key element of the project to make the riverside route more an integral part of the network of paths in the area. The link shown here aims to achieve an easy gradient as it climbs 21 meters to the bridge above. This link is submitted as a separate planing appliction and is detailed elsewhere.

3. Either side of the Ring Road new planting crowds the path. The first line of shrubs should be removed so as to give a generous bank width to accommodate the path. At the end of the path place an “A” frame for walkers and cyclists, and a walk through box for horses so as to prevent motorcycle access.

4. On this last field there is adequate width provided the overhanging vegetation is cut right back to the boundary fence.

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Photos 3. Dense vegetation either side of Ring Road Bridge which needs to be cut back by one row

Photo 5. Approaching the Old Lock and Weir

Photo 1. Line of 6 or 7 trees on South Gloucestershire land which need to be removed so as to make a good path set back from the riverside

Photo 2. Encroaching vegetation downstream of Ring Road Bridge to be cut back

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Ring Road Cycle Path2300

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Start of Riverside to Hanham section

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5. The weir side road provides access to the cottages here and continues to be a designated bridleway. We suggest that the road is resurfaced all through as part of this project. It leads to the ‘Old Lock and Weir’ pub and the ‘Chequers Inn’ so it is likely that many of the passersby using the path will be on their way to one of these two establishments or will want to stop there anyway, all of which suggests that cyclists and pedestrians will be able to mix easily at the low speeds appropriate in this crowded area.

Photos 4. More dense vegetation either side of Ring Road Bridge which needs to be cut back by one row

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Map 4A. The Connection to the Ring Road Path.

Note: that this initial proposal has been superceeded in favour of a link in the Hanham direction

The Ring Road was constructed with a parallel track for walkers and cyclists which stretches almost continuously north to Emerson’s Green. A connection from the riverside path would give many local people access northwards and vice versa access to the riverside. From Keynsham it would now be possible to reach the Ring Road path via the Somerdale Bridge rather than using the old Bath Road and negotiating the roundabout at the end of the Bypass.

The link shown here replaces existing steep and crumbling steps. It takes advantage of old quarry materials and track, the pipeline path and the natural fall in the ground to achieve a path whose gradient is close to the target of 1:15. The arrangement shown here is ideal for continuing on in the Bristol direction but for a more direct route to Keynsham it would be useful to also reconstruct the pipeline path going east although the resulting route will be rather steeper.

It should be noted that although this section of the pipeline path associated with the Kingswood Sewer is fairly level and well defined, this does not remain as a continuous route all the way to Conham and

R i v e r A v o n

R i v e r s i d e P a t h

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Follow natural features to make the gradient

Follow existing former quarry track

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Join the existing pipeline path

Pipeline path

2.5m wide linking path

Rebuild path in this direction for a direct, but steeper route to Keynsham

Repair existing steps

Zig-zag making good line of heaps of quarry spoil 1:15 gradient maximum

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Sketch section through former quarry road approaching pipeline

Sketch section thorough zig-zag ramp

Pipeline track

Existing track will be finished 2.0m wide along existing retaining wall

Track is retained by dry stone wall

2.0m

This section of path is approximately following the line of the existing track

Approximate profile of remaining spoil and quarry waste heap

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2.5m

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Paths to be 2.5m wide with 0.5m grass verges minimum

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Remaining exposed quarry face

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Section

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Map 5. Chequers Inn to the Somerdale Bridge site, 3200-3700m

Note; This link should be considered part of the Somerdale greenway and bridge over the Avon, as it would be logical for the Somerdale Development to provide for and to construct their path as far as the Chequers as this, along with the Lock and Weir pub, will not only become a significant destination for residents of the new development, but they would then have a ready access to the beautiful Avon Valley right on the doorstep of where they live.

1. The Chequers car park is scheduled for some refurbishments or reconstruction. Hopefully the scheme can include a through path either by way of widening the existing riverside path or perhaps by coming just inside the line of trees.

2. At present the field is gated and the type of barrier required will depend upon the future activity in the field. At this stage we suggest installing an ‘A’ frame type of barrier to prevent motorcycle access. At the time of writing it is not known if equestrians will be provided for within the Somerdale Development so it is not known if this section of the route might be a bridle way or not.

3. A possible Somerdale Bridge location to tie in with the Developer’s path to Keynsham.

4. Alternative bridge location opposite field boundary with path options from Chequers depending upon the landowners requirements. In each case the proposed bridge is about 50 meters in span onto approach earthworks embankments at 1:20 gradient aligned with the flow of flood water. At this early stage it is anticipated that the soffit of the bridge will be approximately 2.5-3.0 meters above field level.

5. The continuing path to Keynsham will be incorporated into the development of the Somerdale site and the exact route determined by that scheme. At this stage it is envisaged that on either side of the bridge the path will be set at ground level or just 100mm or so above in order to drain dry. This will flood on occasion over which period the route will not be usable. On average this amounts to less than five days a year.

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Section

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The location of the bridge remains to be decided by the developers of the Somerdale Estate

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Path to Chequers Inn The River Avon

scale

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Path can pass either side of existing trees


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Sketch through approach path from Chequers to Avon Bridge

5m 3m

Normal water level

River Avon

Detail

Shoulders of compacted soil seeded

Final level of path to be 250mm above general field level

Polypropylene fabric

300m base stone laid to level

Nusteel (or Similar) Warren Truss Bridge, 1.8m deep min, 3m wide, 50m long

Central camber of 0.75m to give 1:20 gradients

max 0 10m

scale

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2.0

1.0 1.5m

Approach ramps aligned with flow of river, 3m wide, at 1:20 gradient, 50m long overall. Material for ramp taken from ‘beach’ area to be neutral on flood storage

Riverbank used for recreation and informal footpath

Sketch through proposed River Avon Bridge and approach ramps

Note: This sketch is based on 100 year flood levels being 2.0m above bank top. This datum

is to be confirmed

6m

30m

Normal water level

2.5

Scour protection on all banks

Ramp down at 1:20 to continue at flood plain level to Hanham Hills and Bristol

Bridge footings cast on needle piles driven to ground below

To Somerdale development and Keynsham

Sketch through proposed path as it runs through Chequers carpark

Waterways pontoon

Existing informal concrete path retained

3m 10m

Formal promenade from Keynsham edged with kerbs and finished in bitmac

Gravel car park relevelled and shifted towards the centre to allow for one line of parked cars

3m

300mm60mm

150mm plastic duct for future lighting

Note: This path designed to be flooded on a regular basis, on average 2-3 times per year. It must be laid carefully to level in order that it has no low points which flood prematurely


This map shows the Somerdale Master Plan as presented at the Workshop on June 28th 2012, marked up with a possible route for a Promenade from Hanham, across the river, through the proposed development and onto the centre of Keynsham.

The location of the Avon Bridge would probably best be located somewhere in the area at or between the two options shown.

The Promenade would be about 4 meters wide as it is likely to be very popular with walkers and cyclists alike. It would be built just above the level of the floodplain, but would still occasionally flood over so would need to be constructed in asphalt in order that it could be properly maintained.

Through the residential area it would take on a more formal aspect and would link to small squares, cafes, and public spaces to create a living heart to the community.

The way to the town centre is detailed on the next page where after a bridge over the Keynsham Road, a gently graded ramp would giver an easy route for wheelchairs and buggies as well as cyclists and pedestrians to reach the station, to pass under Brunel’s Bridge and thence reach Keynsham Park for a complete traffic free greenway through to the new Market Square.

Riverside promenade to Bristol

‘The Old Lock and Weir’

‘Chequers’

River crossing options

Promenade to Keynsham town centre

Plan showing a possible Promenade Route through the Somerdale Development connecting Hanham with Keynsham Town Centre

Bridge and ramp to station, Keynsham Park and Town Centre

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Photo 3: View through existing Brunel railway arch over the River Chew showing the open space available for a footbridge to link through to Keynsham Park.

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K E Y N S H A M G R E E N W AY S P R O J E C T - L I N K S T O R A I L W AY PAT H • N O T E S F O R D I S C U S S I O N W I T H M R R C L A P P • A P R I L 2 0 1 2

Map 1A: Link to Railway Path: Bitton near Ferris Bridge and connection to Bitton Village - leaving Keynsham

Keynsham Greenways Project

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Detail

Road route

Greenway link through park and under bypass

Town Centre

+11.5m to bridge soffit

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Keynsham Greenways Project · between bank erosion on the one side and encroachment on the other 4...

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