The Ashton Vale to Temple Meads and Bristol City Centre Rapid ...

Rapid Transit
The Ashton Vale to Temple Meads and
Bristol City Centre Rapid Transit Order
Statement of Case
Bath & North East Somerset, Bristol, North Somerset and South Gloucestershire
Councils working together to improve your local transport

TRANSPORT AND WORKS ACT 1992
TOWN AND COUNTRY PLANNING ACT 1990
PLANNING (LISTED BUILDING AND CONSERVATION AREAS) ACT 1990
ACQUISTION OF LAND ACT 1981
TRANSPORT AND WORKS (INQUIRIES PROCEDURE) RULES 2004
THE ASHTON VALE TO TEMPLE MEADS AND
BRISTOL CITY CENTRE RAPID TRANSIT ORDER
and
related applications for Deemed Planning Consent, Listed Building Consents,
Conservation Area Consents and exchange land certificate
STATEMENT OF CASE OF THE APPLICANTS
BRISTOL CITY COUNCIL AND NORTH SOMERSET COUNCIL
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CONTENTS
Glossary
i
1 Introduction 1
2 Promoting authorities and WELEP 2
3 Policy background 3
4 Existing problem 10
5 Solution provided by the AVTM BRT scheme 14
6 AVTM BRT scheme development 17
7 Proposed scheme 25
8 Construction of the scheme 31
9 Operation of the scheme 37
10 Transport and Works Act Order 41
11 Planning permission, listed buildings consents and conservation area consents 43
12 Open space land and application for certificate under Acquisition of Land Act
1981 45
13 Environmental Impact Assessment and Flood Risk Assessment 46
14 Sustainability 49
15 Delivery 55
16 Costs, funding and revenue 56
17 Economic case for AVTM BRT scheme 58
18 Land and property required for AVTM BRT scheme 58
19 Objections and representations 62
20 Overall conclusions 63
Appendix 1: List of documents 64
Appendix 2: Where Promoters’ documents may be inspected 71
Appendix 3: Where other parties’ statements of case and documents may be inspected
and copied 73
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Glossary
Term
AQMA
AVTM
AVTM BRT scheme
AVTM corridor
BAFB
BCC
BCR
BHR
BRT
BRT network
CIRIA
City centre section
Core Cities
CSR
DCLG
Definition
Air Quality Management Area
Ashton Vale to Temple Meads
The works in the AVTM corridor and city centre section and the
bus services (including those to and from North Somerset) that
will use the busway in the AVTM corridor
The route of the segregated part of the AVTM BRT scheme
between and including the Long Ashton Park & Ride site, North
Somerset, and Prince Street Bridge, Bristol, which is the subject
to the TWAO application
Best and Final Funding Bid
Bristol City Council
Benefit Cost Ratio
Bristol Harbour Railway
Bus Rapid Transit
The bus rapid transit network of schemes in the West of England
comprising the AVTM BRT scheme, the North Fringe to
Hengrove Package and the South Bristol Link
Construction Industry Research and Information Association
That part of the AVTM BRT scheme that runs from the north of
Prince Street Bridge to Bristol Temple Meads railway station and
around Bristol city centre in an anti clockwise loop
The economically most important areas in England outside of
London, being Birmingham, Bristol, Leeds, Liverpool,
Manchester, Newcastle, Nottingham and Sheffield
(http://www.corecities.com/home)
The Comprehensive Spending Review of public expenditure
undertaken by HM Government in 2010/11
Department for Communities and Local Government
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DfT
FMP
GBBN
Department for Transport
Flood Management Plan
Greater Bristol Bus Network
GBSTS The Greater Bristol Strategic Transport Study 2006
JLTP Joint Local Transport Plan by WEP in March 2006
JLTP3 JLTP by WoE in March 2011, covering the period to 2026
JTEC
KPI
Joint Transport Executive Committee
Key Performance Indicator
LBA Planning (Listed Buildings and Conservation Areas) Act 1990
LEP
MSBC
NPN
ONS
Order
P&R
PDB
PPS 5
Promoters
QPS
Region
RES
RFA
RSS
Sub-region
Local Enterprise Partnership
Major Scheme Business Case
Neighbourhood Planning Network
Office of National Statistics
The Ashton Vale to Temple Meads and Bristol City Centre Rapid
Transit Order submitted to the Department for Transport on 10
June 2010
Park and Ride
Programme Delivery Board
DCLG Planning Policy Statement 5: Planning for the Historic
Environment
Bristol City Council and North Somerset Council
Quality Partnership Scheme
The south west of England
Regional Economic Strategy
Regional Funding Allocation
Draft Regional Spatial Strategy
The area of the WoE authorities
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TRO
Traffic Regulation Order
TWAO An Order promoted under the Transport and Works Act 1992
VIG
WebTAG
WELEP
WoE
WoE authorities
Visual Identity Guidelines
Department for Transport’s website for transport analysis
guidance on the conduct of transport studies, including creating a
transport model for the appraisal of the alternative solutions:
http://www.dft.gov.uk/webtag/
West of England Local Enterprise Partnership
West of England
Bath and North East Somerset, North Somerset, Bristol City and
South Gloucestershire Councils
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STATEMENT OF CASE
1 Introduction
1.1 This Statement of Case summarises the case of Bristol City Council and North
Somerset Council for the Ashton Vale to Temple Meads Bus Rapid Transit
scheme (AVTM BRT scheme), the AVTM corridor section of which is to be
authorised by the making of the proposed Ashton Vale to Temple Meads and
Bristol City Centre Rapid Transit Order and the granting of the related
applications for deemed planning consent, Listed Building Consents,
Conservation Area Consents and an exchange land certificate, if the Secretary of
State so decides. Appendix 1 sets out the Promoters’ list of supporting
documents, Appendix 2 sets out where the Promoters’ supporting documents may
be inspected and Appendix 3 sets out where other parties’ statements of case and
documents may be inspected and copied.
1.2 The West of England area is the combined area of the four local authorities of
Bath and North East Somerset, Bristol City, North Somerset and South
Gloucestershire Councils. The area is the gateway to the south west region of
England and accounts for 26% of the region’s economy. It has a population of
approximately one million and provides half a million jobs. The area has the
highest Gross Value Added (GVA) per capita of any large English city outside
London.
1.3 The area also has relatively high car ownership and dependency. Car travel is the
mode for 68% of all trips and car dependency for a city region is high. Peak hour
vehicle speeds are low and air quality in parts of Bristol, Bath and South
Gloucestershire fails to meet European Union standards. Future growth forecasts
will potentially add considerably to this burden.
1.4 The Greater Bristol Strategic Transport Study 2006 (GBSTS) was a strategic
study assessing a range of potential transport interventions against projected
development levels. It estimated that, by 2016, the burden of congestion on
business will cost £600 million per year. The study forecast congestion levels if
action is not taken to address traffic growth resulting from projected housing
development and increases in jobs. It forecast a 34% rise in the number of vehicle
trips on the road system in the morning peak by 2031. Owing to the limited
capacity to accommodate this traffic, the study forecast a 35% reduction in
average speeds and a 230% increase in delay. Bus speeds were predicted to fall
between 20% and 40%, with a consequent rise in car mode share from 88.8% in
2003 to 90.8% in 2031. This will potentially place immense pressure on existing
infrastructure.
1.5 The GBSTS recommended a package of measures to address the forecast demand.
A main feature of the package was a rapid transit network for the area based on
four rapid transit corridors.
1.6 The AVTM BRT scheme is part of this proposed rapid transit network. The
AVTM BRT scheme will help tackle existing congestion on the corridor that lies
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etween North Somerset and Bristol city centre. It will address the transport
impact of forecast development by providing a high quality public transport link,
segregated in part from general traffic. In doing so, it will deliver a rapid and
reliable alternative to private car use for journeys to and from the city centre.
Further elements of the rapid transit network are being progressed through
complementary schemes: the North Fringe to Hengrove Package and the South
Bristol Link.
2 Promoting authorities and WELEP
2.1 The AVTM BRT scheme is being jointly promoted by the West of England
(WoE) authorities, that is Bath and North East Somerset, Bristol City, North
Somerset and South Gloucestershire Councils. The other schemes forming the
BRT network are also being promoted by these authorities.
2.2 The WoE authorities have been working closely together to address jointly those
matters that needed to be dealt with on a sub-regional basis in the best interests of
their communities. Principal aims are to:
• realise the potential of the sub-region and deliver improvements in
infrastructure, environment and quality of life;
• set a vision and clear long-term direction to support the delivery of West
of England strategies;
• promote the interests of the sub-region regionally, nationally and in
Europe;
• add to the confidence in the West of England to attract public and private
investment; and
• work holistically in the interests of the sub-region as a whole.
2.3 The West of England Local Enterprise Partnership (WELEP) was formed in
Autumn 2010 in anticipation of the passing of the Public Bodies (Reform) Act
2011 as a partnership between local authorities and businesses in order to play a
major role in promoting local economic development. WELEP aims to create
optimum conditions for business to flourish, private sector jobs to be created and
investment to be unlocked. It aims to provide a means for local authorities to
work together with businesses in order to quicken the economic recovery. The
WELEP has an ambition to create 95,000 new jobs in the sub-region by 2030.
2.4 WELEP is managed by a board of business and council leaders and has taken a
role in the promotion of the BRT network. The BRT network will complement
WELEP’s aims by serving regeneration areas and boosting access to job
opportunities.
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3 Policy background
Overview
3.1 An aim of local transport policy over the last 20 years has been to ensure that the
development and operation of the transport network is sustainable. Measures to
implement policy therefore include investment in sustainable alternatives to the
private car, including public transport, walking and cycling schemes. The
principle of sustainability is central to the rationale for the AVTM BRT scheme.
3.2 The need for an uplift in the quality of the public transport network has been
consistently identified and embedded in national, regional and local policy. In the
sub-region, a particular emphasis has been placed in local transport plans since the
early 1990s on the creation of a new, high profile, backbone to the public transport
network, over and above conventional bus-based services.
National policy
3.3 The Future of Transport White Paper, published in July 2004, considered factors
which would shape travel and transport over the next 30 years. It set out how
transport would respond to increasing demands for travel and maximise the
benefits of transport while minimising the negative impact on people and the
environment. The Government’s transport vision was as follows:
• The road network should provide a more reliable and free-flowing service
for both personal travel and freight, with people able to make informed
choices about how and when they travel;
• The rail network should provide a fast, reliable and efficient service,
particularly for inter-urban journeys and commuting into large urban areas;
• Bus services should be reliable, flexible, convenient and tailored to local
needs;
• Walking and cycling should become a real alternative for local trips; and
• Ports and airports should provide improved international and domestic
links.
Investment in significant improvements to the bus network, through schemes such
as the AVTM BRT scheme, is consistent with this vision.
3.4 This declared vision resulted in the formulation in 2004 of four agreed ‘Shared
Priorities’ for transport between the Government and the Local Government
Association in order to guide the formulation of the 2006-2011 local transport
plans under the Transport Act 2000. These were to:
• tackle congestion;
• improve road safety for all road users;
• improve air quality; and
• improve accessibility.
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3.5 The AVTM BRT scheme is designed to meet these priorities, in particular by
tackling congestion (through investment in public transport alternatives to car use
on congested routes), by improving air quality (through modal shift from cars),
particularly in Bristol city centre’s AQMA, and by improving accessibility (for
example, to employment, leisure and retail opportunities).
3.6 Government policy was further developed through ‘Towards a Sustainable
Transport System (TaSTS), 2007’, produced in response to the Eddington Study
and the Stern Review, and ‘Delivering a Sustainable Transport System (DaSTS),
2008’, which re-evaluated the Shared Priorities into five goals:
• To support national economic competitiveness and growth, by delivering
reliable and efficient transport networks;
• To reduce transport’s emissions of carbon dioxide and other greenhouse
gases, with the desired outcome of tackling climate change;
• To contribute to better safety, security and health and longer lifeexpectancy
by reducing the risk of death, injury or illness arising from
transport and by promoting travel modes that are beneficial to health;
• To promote greater equality of opportunity for all citizens, with the desired
outcome of achieving a fairer society; and
• To improve quality of life for transport users and non-transport users, and
to promote a healthy natural environment.
The AVTM BRT scheme implements these goals. In particular, it supports
economic growth (by tackling congestion) and reduces greenhouse gas emissions
(by reducing car dependency).
3.7 In May 2010, following the election of the Coalition Government, the
Comprehensive Spending Review (CSR), for investment up to 2014/15, placed
further emphasis on prioritising transport investment that contributes to boosting
economic performance and job creation. Through its emphasis on tackling
congestion and improving access to job opportunities, the AVTM BRT scheme
will assist in driving forward economic growth.
3.8 Following funding approval and reconfirmation of Programme Entry for the
AVTM BRT scheme in the Chancellor’s Autumn Statement on 29 November
2011, the Secretary of State for Transport, Justine Greening, said on 14 December
2011:
“Transport infrastructure is central to growth, and I am announcing funding for a
further 21 local major transport schemes. Along with the schemes announced last
month we’ve supported investment of over £1.4bn that will strengthen local
economies and improve local transport links for communities across the country.
….. Almost all journeys begin and end on local authority networks, which provide
the crucial links that allow people and businesses to prosper. We are investing in
schemes that will provide better access to jobs and services, reduce congestion
and enable more goods to move more easily around our country. This will be
£1.4bn invested in local communities to build the transport system we need to get
the economy back on track”.
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Regional policy
3.9 The draft Regional Spatial Strategy (RSS) for the South West, 2006-2026 under
the Planning and Compulsory Purchase Act 2004 forecast housing and
employment development in the English regions. It set a regional framework
outlining locations for development, its scale and necessary infrastructure. It
forecast the delivery of 117,350 new dwellings and at least 122,200 new jobs by
2026. It informed the assessment of transport investment which would help to
provide this level of development in a sustainable way. The RSS’s guiding
principles included:
• minimising the need to travel through better alignment of jobs, homes and
services;
• reducing reliance on the private car by improved public transport, effective
planning of future development and demand management;
• seeking to reduce greenhouse gas emissions and better manage the future
impacts of climate change on the environment, economy and society;
• encouraging a shift to more sustainable modes of transport; and
• creating and maintaining sustainable communities by promoting a step
change in public transport.
The AVTM BRT scheme is consistent with meeting all of these principles.
3.10 The objectives set out in the RSS were further reflected in the Regional Funding
Allocation (RFA) process. To assist with its decision-making process on funding
for major transport schemes, the previous Government announced in 2005 a new
system of funding prioritisation, through the RFA. This process asked the
Regional Assembly (subsequently changed to the ‘South West Councils’) to
consider all potential major schemes over a ten year period being considered by
local authorities and national agencies and to score them against national transport
objectives. The aim was to achieve a list of ‘regional priorities’ that would be
recommended to Government as the preferred schemes for funding in the South
West. The priorities were:
• Promoting more sustainable patterns of transport;
• Supporting development and economic activity in strategically significant
towns and cities through improved public transport, demand management,
and selectively providing for new roads;
• Improving the reliability and resilience of inter and intra-regional
connectivity through a second strategic road route into the region from
London, on regionally significant transport corridors and on other transport
corridors;
• Tackling access to jobs and delivery of services in rural areas; and
• Delivering against DfT/Regional ‘shared priorities’.
3.11 The importance of the West of England sub-region was duly recognised in this
process. Initially, eight schemes were identified in the first round of prioritisation
and a further ten were recognised as strategically important but requiring further
work. The initial eight schemes included BRT routes from Bristol International
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Airport/Ashton Vale to Emersons Green, Hengrove to the North Fringe, and Bath
to Cribbs Causeway, as well as the ’South Bristol Ring Road’ (later to become the
South Bristol Link).
3.12 A subsequent refresh of the RFA prioritised schedule was undertaken in autumn
2008. This resulted in agreed support from South West Councils for a refined
network of schemes, including the BRT network, the first of which was the
AVTM BRT scheme, to be followed by the North Fringe to Hengrove Package
and the South Bristol Link.
3.13 The position of the AVTM BRT scheme in the RFA schedule was a pre-requisite
to the submission of the Major Scheme Business Case for the scheme to the DfT
in March 2009 and its subsequent designation in March 2010 of ’Programme
Entry’ status (funding approval in principle).
3.14 The election of the Coalition Government in May 2010 resulted in a review of
regional working and the abolition of a range of regional initiatives, including the
draft RSS, South West Councils and the RFA. In the meantime, the Core
Strategies of each of the four WoE authorities have revised predicted development
rates with a forecast of 72,000 new dwellings by 2026 (the equivalent of a
population increase of approximately 250,000 (Office on National Statistics
(ONS) projection from a 2006 base)).
3.15 Prioritisation of transport major scheme investment is now undertaken by
Government directly. This has been through the assignation of a development
status for compliant schemes. The AVTM BRT scheme was initially given
'Development Pool' status in the CSR and then received funding support
(Programme Entry) from the DfT in the Chancellor's Autumn Statement on 29
November 2011.
3.16 The Government subsequently awarded funding support (Programme Entry) to the
South Bristol Link and North Fringe to Hengrove Package scheme, which
comprise the rest of the BRT network (see Figure 1). The South Bristol Link is a
combined highway and rapid transit scheme. The rapid transit element will
physically connect with the AVTM scheme through a bus only junction at the
southern edge of the AVTM corridor immediately outside the Long Ashton Park
and site. The South Bristol Link scheme will effectively extend the rapid transit
route to South Bristol, enabling the provision of a rapid transit service from
Hengrove Park to Bristol city centre (via the Long Ashton Park & Ride site) and
upgrading of the Bristol Airport ’Bristol Flyer’ service between the airport and
Bristol city centre.
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Figure 1: BRT network
Local policy, plans and studies
Greater Bristol Strategic Transport Study (GBSTS), 2006
3.17 GBSTS has its origins in the London to South West and South Wales Multi-modal
Study (SWARMMS), May 2002, which considered the strategic needs of the main
east-west transport corridors in the South West. The scale of this study excluded
consideration of the complex, area-wide issues in Greater Bristol. GBSTS
therefore built on SWARMMS but was not constrained by it.
3.18 The principal partners for GBSTS were the DfT/Government Office for the South
West (GOSW), the South West Regional Development Agency (SWRDA), the
Highways Agency (HA) and the four West of England councils. The study was
commissioned to:
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(a)
(b)
(c)
develop a series of integrated, multi-modal transport strategies over a
number of future year scenarios, identifying and assessing solutions to
improve strategic transport movements into, out of and through the study
area;
develop transport strategies that support existing economic activity,
continue sustainable development and assist economic regeneration of
urban areas and the wider process of urban renewal within the study area;
and
reduce the negative impact of transport on the environment.
3.19 In developing and assessing strategies, the study was required to ensure that they
would be affordable and implementable. The development of the strategies was
based on future demand for travel, including the impact of projected growth in
population and employment. GBSTS prepared travel forecasts for 2031 based on
the construction of 138,000 extra dwellings in the study area (78,000 on
brownfield sites) and 95,000 new jobs. Whilst the growth in travel demand
resulting from this development would be constrained to some extent by existing
network capacity, it was still predicted to result in severe operational problems for
the network. In particular, bus operation was adversely affected with a
consequent increase in modal shift from bus to car.
3.20 A set of transport measures to manage the projected growth in demand was
formulated and tested to:
(a)
(b)
(c)
(d)
encourage the use of alternative modes;
manage travel demand;
improve public transport; and
deliver highway measures.
3.21 A major component of the package to improve public transport was a network of
rapid transit routes, to build on the Greater Bristol Bus Network (GBBN) (for
which a major scheme bid was being considered by the DfT) and achieve
segregation from general traffic wherever possible. The routes would be designed
to serve many of the new residential and employment developments, with the
initial plans comprising:
(a)
(b)
(c)
(d)
Ashton Vale to Emersons Green;
North Fringe to Hengrove;
Bath to Cribbs Causeway; and
Whitchurch to Avonmouth/Portishead.
3.22 The GBSTS assessed costs of bus, guided bus and light rail modes and concluded
that:
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“…modern, low-floor, articulated buses are likely to be the most appropriate,
flexible and cost effective vehicles to satisfy the requirements of the service”.
Joint Local Transport Plans
3.23 The emerging recommendations from GBSTS were taken account of in the first
Joint Local Transport Plan (JLTP) for the West of England sub-region, produced
in March 2006. The JLTP set out transport proposals for the 2006-2011 period,
with objectives also consistent with the 2004 ‘Shared Priorities’ of the
Government and the Local Government Association and with a strong emphasis
on major scheme development. Three of the four GBSTS rapid transit corridors
were incorporated as BRT routes in the major scheme programme in the JLTP,
with a programme of studies leading to the submission of bids for funding.
3.24 This progress is built on further through the new JLTP3, produced in March 2011
and covering the period up to 2026. An emphasis is again placed on the transport
major schemes programme, including the AVTM BRT scheme.
3.25 The clear and consistent theme of the policy documentation is the BRT network in
general, including the AVTM BRT scheme in particular, with long-standing,
strategic objectives to tackle congestion, deal with the impact of projected
development and reduce carbon emissions and car dependency.
Core Strategies
3.26 A ‘Core Strategic Document’ is currently the principal policy document of a local
planning authority for its area. The four Core Strategies of the WoE authorities
have common themes around encouraging cycling, walking and public transport
and making sure new developments are supported by transport infrastructure.
3.27 Bristol’s Core Strategy was adopted in June 2011. It includes aspirations to build
a low carbon economy, across homes, business and transport. The city will rise to
the challenge of climate change and ’peak oil’, and adapt to their consequences.
The strategy includes a framework to enable delivery of the transport
infrastructure required for Bristol to grow sustainably, improve accessibility,
provide a step change in public transport and minimise the need to travel,
especially by private car. The Strategy aims to reduce the impacts of transport on
the environment, tackle congestion and encourage healthy lifestyles through
widening travel choices, significant public transport schemes, the provision of safe
and attractive cycling and walking routes, and the promotion of ‘smarter’ choices.
Bristol’s Core Strategy specifically refers to rapid transit routes, including Ashton
Vale to the city centre, within its transport package.
3.28 The draft North Somerset Core Strategy’s locational strategy aims to place new
jobs, services and facilities where they are easily accessible by public transport,
walking and cycling, give existing and future residents a choice of how to travel.
It aims to accommodate the car, where car-based movement is unavoidable, but
seeks ways to minimise harm to the environment through good quality design and
maximising car sharing. The use of the AVTM corridor by bus services from
North Somerset is consistent with these aims.
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Bristol’s 20:20 Plan
3.29 The Bristol City Partnership is a local strategic partnership for Bristol. It is a
cross-sector group of agencies and organisations working together to make Bristol
a successful city. It has produced Bristol’s 20:20 Plan. It emphasises the
significance of climate change and the need to reduce energy use and carbon
emissions from transport, homes and the economy. The Plan proposes the
development of an integrated transport system that reduces congestion, increases
the use of public transport and makes it easier and safer for cyclists and
pedestrians. North Somerset’s ’Improving our Communities Together’
community strategy also envisages communities well connected with good
transport and communication linking people to jobs, schools and health and other
services.
3.30 Temple Meads and its surrounding area was designated as an Enterprise Zone in
June 2011. The Enterprise Zone covers 70 hectares of land surrounding, and to
the north and east of, the railway station, and is intended to boost regeneration and
inward investment in this area by a range of initiatives to attract employers and
innovation, including attractive business rates and relaxation of certain planning
requirements. The AVTM BRT scheme will improve public transport links to the
Enterprise Zone and links with interchange opportunities at Temple Meads.
4 Existing problem
4.1 The Bristol urban area is located at the gateway to the South West, alongside the
Severn Estuary, and has a population of approximately 500,000, with a subregional
total of over 1 million.
4.2 Car ownership and dependency is relatively high compared to the other cities of
the Core Cities Group. Peak period traffic speeds are correspondingly low. Bus
mode share is also low and air quality is poor in Bristol city centre. It is estimated
that the local economy will be burdened by the consequent delays to journeys by
an estimated £600 million per year by 2016 if no remedial action is taken.
4.3 The existing problem can be analysed in terms of:
Congestion
• Congestion;
• Accessibility and integration;
• Climate change and air quality;
• Safety;
• Housing and economic growth; and
• Quality of life.
4.4 Bristol currently experiences traffic speeds (per person) of over 3.5 minutes per
mile in the morning peak on its designated congestion corridors. The A4/A370
corridor into Bristol city centre, which is served by the AVTM BRT scheme, is
one of the designated congestion corridors in the West of England’s Congestion
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Delivery Plan. The corridor is estimated to experience journey speeds of 2.9
minutes per mile (per person) between 8 and 9 am (2008/09) between the Long
Ashton bypass and St James Barton roundabout. This also contributes to high
(and rising) Nitrogen Dioxide (NO 2 ) emissions in the city centre AQMA. This is
expected to worsen following the delivery of the forecast housing and
employment development in the south west quadrant of the sub-region and city
centre.
4.5 In 2006, average peak hour speeds in Bristol were 16mph (the lowest of the eight
Core Cities outside London). In 2010, Bristol had the lowest peak period speeds
on main routes of any major urban area outside of London. The main areas of
traffic congestion are focused on central Bristol, the Bristol North Fringe, Bath,
and the radial and orbital corridors that serve them. Congestion is frequently
highlighted as a major issue by stakeholders and the wider public. Without
intervention, this congestion is forecast to worsen. In the JLTP3, it has been
estimated that, by 2016, there will be a further 12% growth in traffic and the cost
of congestion is estimated to increase by 70%. It is estimated that 21% of peak
period travel time in Bristol is spent stationary in traffic queues. Bus services are
often held up in congestion such that bus journeys in peak periods are often
considerably longer, and less dependable, than at other times.
4.6 The number of motor vehicle kilometres travelled in the West of England area
grew by 18% between 1997 and 2007, with Bristol experiencing a 9% growth.
This sub-regional growth is larger than both the national (14%) and South West
(16%) averages. In some areas, such as the North Fringe, where there has been
large-scale growth in employment, traffic levels have grown by as much as 30%.
4.7 This congestion has resulted in poor air quality, delays, unreliable journey times
and unsustainable pressure on existing infrastructure and services. Continued
growth of congestion threatens the quality of the environment and the quality of
life for people who live within it.
4.8 Whilst catering for up to 1,400 trips per day (one way), the current journey times
of the existing 903 Long Ashton Park & Ride service do not provide sufficient
time savings to attract larger numbers of car drivers.
Accessibility and integration
4.9 There are wide variations in people’s ability to access services in the West of
England. Factors are geographic location, car ownership, income, age, and
mobility.
4.10 Up to 30% of residents in Ashton Vale do not have access to a car. Transport
access is limited to two narrow road access points which are restricted to one way
shuttle working due to narrow railway bridges. The area is poorly linked to the
rail network and is without a direct bus service to any of the local railway stations
or Bristol Temple Meads.
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4.11 There is poor accessibility for car trips into Bristol from the urban settlements in
North Somerset such as Clevedon, Nailsea and Weston-super-Mare owing to
traffic congestion, which results in extended and variable journey times.
4.12 Access from these neighbouring urban settlements in North Somerset into Bristol
is via the A370. While household car ownership is higher in these settlements,
extended journey times exacerbated by traffic congestion results in poor
accessibility for trips into Bristol by car, bus and motorcycle/bicycle.
Accessibility by bus is a function of service frequency and journey time. While
bus service frequencies from these settlements are relatively good, journey times
are relatively poor. Similarly, bus journey times are unreliable.
4.13 Accessibility by car has been improved by the Long Ashton Park & Ride facility
which is located on the A370. The Park & Ride facility has achieved substantial
patronage levels. The existing journey times, however, do not provide sufficient
time savings to attract further patronage growth.
Climate change and air quality
Safety
4.14 There are six Air Quality Management Areas (AQMAs) in the West of England.
The two largest, central Bath and central Bristol, include the main strategic roads
(M32, A38 (north and south), A4 and A37). Ashton Vale is on the edge of the
central Bristol AQMA just south of the A370. Over 100,000 people live within
the Bath and Bristol AQMAs and the Bristol AQMA covers 25% of the Bristol
city area.
4.15 Transport is estimated to account for over 20% of CO 2 emissions nationally and
36% at the local level. Motorway and trunk road traffic is the major source of
emissions, accounting for about 55% of total CO 2 emissions in the West of
England, with urban roads responsible for around 30%. Within Bristol’s central
AQMA, 97% of NO x emissions are from road traffic. CO 2 emissions are expected
to rise by 19% by 2011, from 2004 levels.
4.16 Around 300 people are killed or seriously injured on the West of England’s roads
every year. Accidents involving cars accounted for around 60% of casualties
(killed, seriously or slightly injured) in 2007. Built-up areas account for the
greatest proportion of road casualties. Traffic flows are high, there are more
turning movements, and the greatest potential for conflict between motor vehicles
and other, vulnerable, road users occurs here.
Housing and economic growth
4.17 The West of England is already undergoing an unprecedented level of
development in terms of major regeneration schemes - in particular, the
rejuvenation of Broadmead shopping centre in central Bristol (Cabot Circus)
along with other city centre schemes at Harbourside, Temple Quay North and the
Courage Brewery.
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4.18 Latest forecasts also show that, by 2026, there will be an increase in the number of
homes in the West of England of approximately 72,000. The area’s population
could grow by approximately 250,000 people. Land use and development
changes will continue to have a significant impact on travel behaviour, generating
an increased use of the car and increasing congestion.
4.19 Within the corridor of the AVTM route there are a significant number of recent or
planned projects that represent the ambitions for housing and economic growth
within Bristol. These projects in particular show the strong mutual benefit
between public transport infrastructure and achieving sustainable development.
At the western end of the corridor, Bristol City Football Club’s proposals for a
new 30,000 seat stadium and conference facility will benefit from this additional
public transport investment. Within the Harbourside part of the city centre the
recently completed Bristol Museum (known as M-Shed) will sit alongside the
route and in due course will be complemented by a major mixed use development
immediately to the northern side of the route at Wapping Wharf. Planning
permission was granted for this development to Umberslade in 2007 and is
currently subject to an application to renew the permission.
4.20 Moving further east the route passes a development site at Redcliffe Wharf, where
BCC is in the process of selecting its development partner for a mixed use scheme
that is likely to include residential and hotel development. At Temple Meads,
BCC has been successful in securing an Enterprise Zone for approximately 70ha
of land surrounding Temple Meads station. Planning permissions already exist for
a mix of development including more than 100,000 square metres of office space
but there are other future development sites including two sites owned by the
Homes and Communities Agency. These will come forward for planning in 2012
for mixed use development and simplified planning arrangements are being put in
place to assist the planning and development process.
4.21 Public transport investment in this corridor will therefore provide an incentive for
development schemes to come forward to deliver the growth aspirations in Bristol,
and recent and future development itself will support the public transport
provision.
4.22 A substantial increase in public transport capacity is essential if these ambitious
plans for employment, commercial and housing provision are to be
accommodated in a sustainable manner.
4.23 The projected growth in population and employment was applied within the G-
BATS3 transport model in order to provide forecasts for the growth in travel
across the area to 2016 and 2031 disaggregated by the principal modes. The
locations of individual developments provided the basis for the forecasts which
were controlled to overall growth in the DfT’s TEMPRO projections (V6.2) in
line with the DfT WebTAG guidance.
4.24 With no improvements to the transport infrastructure, between the base year
(2006) and 2016 across the West of England sub-region there would be an
increase in overall travel across all modes of 6% in the morning peak hour and 7%
in the evening peak hour. For 2031, the growth from 2006 is forecast at 16% and
8347099.07 13

Quality of life
19% for the morning and evening periods respectively. Without improvements to
the public transport system, the proportion of journeys made by car would remain
high in 2031, with 89.1% of motorised trips in the morning peak and 91.5% in the
evening peak being made by car. Due to the additional volume of travel, delays
on the highway network in the peak periods would increase by 28% between 2006
and 2016 and by 140% between 2006 and 2031. It is against this background that
the need to improve the public transport system is paramount.
4.25 Traffic creates community severance. High vehicle flows accentuate this
severance and detract from the quality of life for local people by creating noise,
pollution and road safety and health problems.
5 Solution provided by the AVTM BRT scheme
Congestion
5.1 The AVTM BRT scheme helps tackle existing and forecast congestion on the
AVTM corridor and in the city centre.
5.2 The scheme will expand the capacity of the public transport network to the south
west of the sub-region and, by providing a new choice for travel, encourage a shift
away from private car use to public transport.
5.3 The AVTM BRT scheme will reduce by half the forecast journey times from
Long Ashton Park & Ride to Bristol Temple Meads Station and Bristol city centre
compared with the existing Park & Ride bus service, whilst also offering greater
reliability and a better travelling experience.
5.4 The AVTM BRT scheme forms part of the proposed BRT network comprising
routes to Bristol city centre from Ashton Vale, Hengrove, the North Fringe and
Emersons Green which serve existing and proposed housing and employment
developments. The BRT network is illustrated in Figure 1. The BRT network is
directly related to some of the most congested routes in the sub-region.
5.5 The AVTM BRT scheme will provide a system that is almost 85% segregated
from general traffic, greatly increasing the reliability of services. By 2016, 12,000
trips are forecast to be made on an average weekday (12 hours) on the AVTM
BRT scheme. The reduction in car trips across the West of England sub-region
would deliver an estimated total journey time cost saving of £128 million over the
scheme appraisal period. 7,000 existing bus users will have improved service
reliability between Long Ashton Park & Ride and the city centre each day.
5.6 By 2031 the AVTM BRT scheme will provide additional 87% public transport
capacity for peak hour trips (comparing spaces on existing buses with those on
bus and rapid transit services on the AVTM BRT scheme).
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Accessibility and integration
5.7 The AVTM BRT scheme will improve accessibility through improved journey
times and journey time reliability into the city centre. Level platforms, multiple
doors and low floor vehicles will help to make access easier for a wider range of
people, improving travel opportunities for disabled people and the mobility
impaired and parents with young children.
5.8 20,400 people live within 600 metres walking distance of a rapid transit stop on
the route between Long Ashton Park & Ride and Bristol city centre.
5.9 The AVTM BRT scheme will provide improved links to Bristol Temple Meads
Railway Station (including the Temple Quay Enterprise Zone) and thus enhance
connectivity to the national rail network. The link with public transport hubs in
the city centre, including the bus station, will allow interchange with other bus
services. The flexible nature of the AVTM BRT scheme will remove the need for
passengers from the urban settlements in North Somerset to change their mode of
transport at the Long Ashton Park & Ride. This will encourage users to start their
journey in their local town. The AVTM BRT scheme will also contribute to a
high quality integrated public transport network for the sub-region.
Climate change and air quality
Safety
5.10 In GBSTS, the BRT network is forecast to reduce the number of vehicle trips in
the morning peak across the West of England sub-region by 2%,(with 0.2% from
the AVTM BRT scheme), with car mode share falling from 80% to 76% and total
vehicle delay on the network falling by 4%, which is expected to improve air
quality conditions significantly in the Bristol AQMA, particularly along the M32,
A38 (South Bristol) and A370/A4 corridors.
5.11 The AVTM BRT scheme is forecast to move 4,000 car trips per day to bus rapid
transit.
5.12 The AVTM BRT scheme will use environmentally friendly vehicles with low
emissions.
5.13 The AVTM BRT scheme will move journeys made by private car to a safer public
transport mode.
5.14 Pedestrians and cyclists will also benefit from priority measures and improved
crossing facilities and through the permissive use of the maintenance track as a
car-free walking and cycling route along the rapid transit alignment.
5.15 The AVTM BRT scheme is estimated to result in a reduction in personal injury
accidents per annum by 2016 across the West of England sub-region, equivalent
to a monetised benefit of £4.5 million over the scheme appraisal period.
8347099.07 15

Housing and economic growth
5.16 The AVTM BRT scheme will form part of the increased transport capacity needed
to serve the anticipated housing and economic growth. It will enable staff and
customers to travel efficiently to employment and retail sites, improve the
efficiency of supply chains, improve access to markets and support business
competitiveness.
5.17 The corridors in the BRT network and their relationship with the forecast
residential and employment developments are shown in Figure 2. The BRT
network is directly related to the Core Strategies of the WoE authorities and is an
essential part of delivering the proposed developments sustainably.
Figure 2: BRT network corridors
*The Enterprise Zone/Areas and other priority locations displayed account for 70,000+
of the LEP target of 95,000 new jobs by 2030.
5.18 The AVTM BRT scheme will link the potential growth in the south west of the
sub-region with Bristol city centre, Cabot Circus and Bristol Temple Meads.
5.19 Of further importance is the need to drive economic growth through the WELEP.
The AVTM BRT scheme will provide significant benefits in terms of economic
output, unlocking jobs and reducing carbon emissions.
16 8347099.07

Quality of life
5.20 The AVTM BRT scheme will promote social inclusion by improving access to job
opportunities, employment, retail, community, leisure and educational facilities.
5.21 The AVTM BRT scheme will increase connectivity of communities in the south
west of the sub-region to employment opportunities and health, leisure and retail
facilities. It will also act as a catalyst for improvements in the public realm and
other environmental improvements.
5.22 Work carried out on the Greater Bristol Bus Network (GBBN) illustrates how
transport schemes can contribute to the improvement of the communities through
which they pass. Rather than concentrating solely on buses and bus stops, the
GBBN schemes along the A4, A432 and A4018 also included improvements to
the streetscape and walking environment.
6 AVTM BRT scheme development
Overview
6.1 The GBSTS proposed, as part of a strategic package of transport schemes across
the West of England area, four rapid transit corridors. The recommendations of
the GBSTS were taken forward as part of the development of the first JLTP in
2006. The consultation process for the development of the JLTP included three
investment options based on different levels of funding:
• Option A: based on DfT financial planning guidelines and therefore
assumed no additional capital expenditure on transport;
• Option B: included some additional capital expenditure on transport
including two major scheme investments, the Greater Bristol Bus Network
and Bath Package; and
• Option C: included significant additional capital expenditure on transport
incorporating the recommendations from the GBSTS including the rapid
transit network and specifically, kerb-guided high quality bus rapid transit.
6.2 Consultation on the JLTP started with partners in Summer 2004 and results from
specific events and consultations in Spring and Winter 2005 were incorporated in
to the final Plan. Over 60,000 leaflets were distributed and the website,
http://www.westofengland.org/transport, received 50,000 hits.
6.3 The results showed that Option B and Option C were “strongly supported” or
“supported” in written responses and questionnaire by 54% and 62% respectively.
The WoE authorities subsequently submitted a Transport Innovation Fund
application to DfT in support of Option C and were successfully awarded pump
priming funding in November 2005. This was reflected in the final JLTP and three
of the four rapid transit corridors were incorporated. These were:
• North Fringe to Hengrove;
• Bristol International Airport/Ashton Vale/Emersons Green; and
8347099.07 17

• Bath to Cribbs Causeway.
6.4 In November 2005, further consultation sought views from councillors, parish
councillors, stakeholders, members of the public and other interested parties on
which possible Major Scheme Bids should be investigated further. The results
again showed considerable support for a ‘second generation’ public transport
major scheme bid.
6.5 To take this forward, in 2006 the WoE authorities commissioned transport
consultant Steer Davies Gleave (SDG) to look at the delivery of rapid transit in the
sub-region and to recommend a detailed programme of delivery. Stage 1 of the
study reviewed the policy and planning background to rapid transit and all the
potential routes within the corridors identified in the GBSTS. This initial work
assessed 32 possible route options in those corridors on the basis of a range of
criteria including those of the DfT’s New Approach to Appraisal (NATA),
opportunities for segregation from general traffic, deliverability, links to new
developments and forecast patronage.
6.6 The study considered two options between Long Ashton Park & Ride site and
Bristol city centre:
• ‘D1’ via Cumberland Road: A fully segregated, two lane busway running
from Prince Street via the Harbour Railway alignment alongside
Cumberland Road, crossing the Avon New Cut on the existing Ashton
Avenue bridge and connecting with to the Park & Ride site via an
alignment through the (then) proposed Ashton Vale development,
including a crossing of the Portbury rail freight line; and
• ‘D2’ via Parson Street: A fully segregated, two-lane busway running from
Prince Street via a new bridge over the Avon New Cut to Dalby Avenue,
to join the existing railway south of Bedminster Station. It would then run
parallel to the railway before crossing the railway and turning north to run
through the proposed new Ashton Vale development and terminate at the
Park & Ride site.
6.7 Further consideration was also given at this stage to on-street alignments running
via Hotwell Road and Cumberland Road. However, both these latter options were
dismissed at an early stage owing to their dependence on on-street running.
6.8 ‘D1’ was assessed as delivering higher benefits for a lower impact than ‘D2’, and
was consequently one of ten route options prioritised for the second stage of the
study.
6.9 Stage 2 involved qualitative and quantitative assessment of impacts and benefits
as far as possible using some high level modelling results from the sub-regional
GBATS-2 model. The consultants concluded that:
• Initial demand modelling showed that likely patronage levels supported
the choice of rapid transit as the most appropriate mode for supporting this
growth;
18 8347099.07

• There was significant opportunity to deliver a rapid transit network in
Greater Bristol and the identified routes were deliverable within the [then]
regional funding/investment programme timescales; and
• The identified routes were likely to have the strongest economic cases with
benefits resulting from both rapid transit-only services as well as journey
time savings for existing services utilising the rapid transit infrastructure.
6.10 This assessment identified four options which performed best against the
assessment criteria:
• Ashton Vale to Bristol city centre;
• Hengrove/Hartcliffe to Bristol city centre;
• North Fringe to Bristol city centre; and
• Emersons Green to Bristol city centre.
6.11 Progress with, and the findings of, this commission were progressively reported to
a Rapid Transit Project Board.
6.12 A Corridor Options Short List Report (May 2007) undertook a further assessment
of these four options to recommend a preferred option, considering service levels,
engineering issues, environmental, planning and land impacts, and catchment
areas. This assessment further raised the profile of the AVTM scheme
recommending the prioritisation of the Ashton Vale to Emersons Green corridor
as the next route in the programme. The report also recommended a segregated
busway, forming the first phase of a wider network, with routes to Hengrove and
the North Fringe to follow as the next priority. This recommendation was
accepted by the Project Board in May 2007.
6.13 In Summer 2007, subsequent studies by Halcrow were commissioned to design
and assess the scheme to a sufficient level to support an application for major
scheme funding to the DfT and associated Council decisions to endorse such an
application. Subsequent assessment of further route options also followed to meet
DfT appraisal criteria and demonstrate that the route choice for the proposed
scheme was robust. These included options which considered use of Brunel Way,
Commercial Road and Redcliffe Hill and Merchant’s Road.
6.14 The engineering design undertaken from Summer 2007 identified the opportunity
to maximise segregation along the Cumberland Road section of the AVTM route
by providing an outbound bus lane on Cumberland Road, with inbound vehicles
running on the Bristol Harbour Railway alignment. This commission also
included an initial review of potential mode options including specific options for
BRT including the implications of various vehicle guidance and fuel options. This
work informed a more comprehensive review undertaken in September 2008.
6.15 Stakeholder engagement continued in November 2007 including a presentation of
recommendations to the Joint Transport Forum, an annual stakeholder conference
on sub-regional transport matters. Prior to wider engagement on the proposals,
however, a substantial level of public opposition to the proposed route alignment
between Temple Meads and Emersons Green followed amid concern over the
8347099.07 19

impact of the busway on the amenity value of the Bristol to Bath railway path and
its important role in Council policies to promote cycling and walking.
6.16 In April 2008, BCC considered the extent of objections received to this aspect of
the proposals. The Council took a decision to oppose any threat to the current or
future use of the Bristol to Bath cycle path and requested further information
about the various route options, including on-street, and for these to be the subject
of full public consultation. In order to allow sufficient time for the additional
route options to be considered, the Rapid Transit Project Board decided to
prioritise the section of route between Long Ashton Park & Ride and the city
centre (the AVTM corridor).
6.17 In September 2008, a second technology review of the available modes was
undertaken, and its findings reported to the Joint Transport Forum in September
2008. This wide ranging review was undertaken in two stages. Firstly, a high
level, strategic review re-considered a wide range of potential modes, building on
the Halcrow review undertaken in 2007, including Metro, heavy rail, light rail,
tram/train, Ultra Light Rail (ULR), conventional buses and automated people
movers. The second stage then prioritised three modes for more detailed
assessment: tram/train, Ultra Light Rail (ULR) and BRT. This considered these
options both for the AVTM corridor and the wider rapid transit network on the
basis of a range of criteria including cost, capacity, fuel consumption, impact on
underground utilities and deliverability. The review concluded that a tram/train
option was not suitable due to cost and timescales (this option would be dependent
on the completion of a trial in Yorkshire prior to further consideration in other
locations). ULR was considered to be too expensive and, in terms of its track and
vehicles, relatively unproven and therefore a deliverability risk for a scheme in the
AVTM corridor. Bus-based rapid transit was considered the best option for the
AVTM scheme on the basis of cost, flexibility, and ability to be delivered within
the funding timescale for the scheme.
6.18 Between September and December 2008, the South West Regional Funding
Allocation (RFA) was re-prioritised. This process included consideration at a
regional level of priorities for transport investment from councils across the South
West including the four WoE authorities. As a consequence of representations
from the WoE authorities, the revised RFA included a programme of rapid transit
schemes including the AVTM scheme, the North Fringe to Hengrove Package
(which included routes to the North Fringe, Emersons Green and Hengrove, and a
further, more direct route, from the city centre to Emersons Green based on route
options for the (second phase) Temple Meads to Emersons Green corridor).
6.19 More detailed public consultation on the AVTM scheme was then undertaken in
November 2008. 36,000 invitation flyers were sent to households along the route
corridor and a series of exhibitions held and attended by approximately 900
people. Additional meetings were also held with interested groups in response to
the exhibitions. A total of 112 paper questionnaires and 169 on-line responses
were received. Of these, 65% were in favour of the scheme, 20% against and 15%
undecided. In addition to the public consultation, a Wrights RTV vehicle was
exhibited around the city in December 2008.
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6.20 The major scheme business case (MSBC) submission for the AVTM scheme was
submitted to the DfT in March 2009, with subsequent submissions for the North
Fringe to Hengrove Package and the South Bristol Link in March 2010. AVTM
was granted ’Programme Entry’ status in March 2010.
6.21 In May 2011, a further, more detailed technology review was undertaken by SDG,
building on the September 2008 review. This review was produced in response to
an independent proposal received from the Sustraco Consortium for an alternative
ULR scheme between Ashton Gate and Temple Meads.
6.22 The basis of this review was agreed with Sustraco to design, cost and assess the
Sustraco proposal to the same level of detail as the BRT scheme, to enable an
economic appraisal and patronage forecast and to establish an equivalent
Benefit:Cost Ratio (BCR).
6.23 The review concluded that a ULR from Long Ashton to Temple Meads would
cost £14 million more than the BRT alternative. The BCR for the ULR scheme
was 0.6:1 - well below the threshold for funding consideration by the DfT. To
pursue a ULR option at this stage could have jeopardised DfT funding in the
allocated period for the AVTM scheme.
City centre options
6.24 Services in the city centre section of the AVTM BRT scheme are an important
part of the success of the scheme in terms of accessibility, integration and journey
time reliability. Bristol city centre consists of a series of centres or hubs including
Temple Quarter, Broadmead/Cabot Circus and The Centre. The challenge has
been to link these areas in a comprehensible service that retains, as far as possible,
journey time reliability.
6.25 Assessment of a city centre route option commenced with the SDG January 2007
report, with the 2007 Short List Report assessing potential city centre routes and
stopping patterns in more detail. The Short List Report recognised the greater
challenges faced in the city centre in terms of maximising segregation from
general traffic, consideration of impacts on general traffic movement and demands
on kerbside space. City centre route options therefore concentrated on the
expansion of existing, on-highway bus priority measures for use by rapid transit
vehicles and this principle has continued to play a role in determining the final,
anti-clockwise loop which forms part of the AVTM scheme. A number of options
continued to be considered. The main options were:
• Option 1 – Minimal works option which simply used the existing bus
priority in the city centre with some modest improvements. Services run
in a ‘horse-shoe’ inbound and outbound on the same alignment with the
Horsefair made bus-only during the main part of the day;
• Option 2 – Significant works and the reorganisation of bus services and car
traffic circulation with increased segregation in the city centre, known as
the ‘radical option’; and
• Option 3 – ‘Loop Option’ (preferred scheme) where services would run in
an anti-clockwise direction around the key centre locations. This option
8347099.07 21

looks to improve significantly the interchange at Temple Meads and fit
with planned development at Redcliffe and Temple Quay as well as the
redevelopment of Temple Meads Station being pursued by Network Rail.
6.26 Qualitative and some quantitative assessment of the options were undertaken
against the scheme objectives, NATA criteria and deliverability considerations. In
summary the results were:
• Option 1 – had minimum benefits, providing some increased segregation
but not addressing the issues of improved interchange with buses in The
Centre or with rail/bus at Temple Meads Railway Station. Option 1 had
the lowest cost and no impacts outside the existing highway boundary;
• Option 2 – had good benefits through provision of a high level of
segregation but had the highest cost of the options. The total cost estimate
of £34 million was considered to be unaffordable within the available
funding and these costs were likely to be more than the benefits delivered.
Consultation with key stakeholders showed that there could be significant
opposition to works in The Centre; and
• Option 3 – had good benefits and reliability resulting from the services
making use of continual left turns. It also had a much reduced capital cost
compared with Option 2. This option was developed in response to
stakeholder input and has substantial local support as a result of better
service of the Redcliffe and Temple Quay areas.
6.27 Throughout the duration of the development of the AVTM BRT scheme the
possibility of the redevelopment of the site north of Bristol Temple Meads
Railway Station has been considered. As a result, various options for a rapid
transit stop and the interface with the station have been considered, including a
total re-design of the Temple Circus roundabout, a stop on the eastern side of the
roundabout accessed from The Friary and a stop on the western side of the
roundabout which would mean the service would not need to cross twice the
heavily-trafficked Temple Way.
6.28 The aim of the project throughout the AVTM BRT scheme development has been
to ensure that BRT and railway station are as integrated as far as practicable and
to this extent the 2008 MSBC included a new interchange at Bristol Temple
Meads. These works would have been part of the then wider regeneration and
development proposals for the area.
6.29 Subsequent to this, work on the redevelopment was delayed and in order not to
prejudice any future development proposals or to delay the programme for the
AVTM scheme, the option for a stop on the eastern side of the roundabout has
been pursued as part of the current scheme.
6.30 In October 2011, DCLG approved BCC’s proposals for a Temple Quarter
Enterprise Zone. This is centred around Bristol Temple Meads Railway Station.
This opens up opportunities for closer integration of the AVTM BRT scheme with
the railway station; and Network Rail, as one of the partners in the Enterprise
Zone, is particularly keen to maximise the benefits of closer integration.
22 8347099.07

Discussions are now underway on how this can best be achieved. One of the
driving forces for this is to maximise the impact of Network Rail electrification
and to capture the increased passenger numbers that this will bring for BRT. The
AVTM BRT scheme will be supportive of and complementary to the Enterprise
Zone project.
6.31 The route between Redcliffe Hill roundabout and Temple Circus was changed
after the submission of the MSBC for similar reasons. To enable the AVTM BRT
scheme to progress in the absence of an agreed masterplan, and commitment to
secure development funding, the proposed route now runs on-street along the
existing Redcliffe Way. This interim solution will not prejudice any future
development planning but will be supportive of the project as a whole.
Consultation and community involvement
6.32 Prior to the detailed public consultation on the AVTM scheme in November 2008,
the Neighbourhood Planning Network (NPN) was formed by a number of
voluntary groups in Bristol to enable local neighbourhood groups to exchange
ideas, information, expertise and experience in relation to the production of local
plans and respond to local planning applications. Its purpose is to increase and
improve the ability and effectiveness of community groups to be involved in the
local planning and development process.
6.33 An initial meeting with representatives of NPN was held in October 2008. It was
agreed that an ongoing relationship for engagement on transport proposals would
be formed through a steering group. NPN suggested a format of local, focussed
meetings with representatives of neighbourhood groups. This was widened to
include non-geographic based groups. NPN facilitated a series of three meetings
which were held between September and November 2009. These were:
• Meeting 1 - to concentrate on ensuring all the neighbourhood group
representatives had a good understanding of the AVTM BRT scheme
proposals, project timescales and the opportunities for influencing the
design. The first meeting also generated some initial issues and concerns;
• Meeting 2 - in preparation for this second meeting the project provided a
list of discussion questions via email. The meeting generated a further list
of specific issues and concerns and a response to issues raised at the first
meeting was provided. The project also presented ideas on the design
principles of the AVTM BRT scheme for the group to comment on; and
• Meeting 3 - consisted of responding to the issues and concerns raised at
the second meeting and providing advice to the group on the next stages of
the project and how they could be involved.
6.34 All issues raised were noted and the AVTM BRT scheme details amended or
responses were provided by the project team back to the steering group. These
were emailed to attendees by the NPN co-ordinator and published on the WoE
authorities’ website. Overall feedback was that the process was helpful in
disseminating information about the AVTM BRT scheme and in providing
opportunity for involvement.
8347099.07 23

6.35 In early 2011, the AVTM BRT scheme was refined in response to the CSR and
account was taken then of representations received on the Order. During the
development of the BAFB for the DfT (as part of the DfT’s requirements under
the CSR), further meetings were held with the NPN.
Community interest groups
6.36 The project team has also engaged with a variety of community interest groups.
This has taken the form of meetings, presentations, written responses and site
visits. The community groups consulted with include Friends of the Avon New
Cut (FrANC), Transport for Greater Bristol Alliance, the Kingfisher Group, Spike
Island Arts Centre and the Bristol Harbour Recreational User’s Group.
Stakeholder engagement
6.37 Stakeholder consultation has been ongoing through the development of the
AVTM BRT scheme, particularly with parties potentially affected by the
proposals. Consultation with different stakeholders has varied depending on the
type and interests of stakeholders. This has included:
Statutory consultation
• Individual meetings and interaction with parties with specific interests in
certain elements of the AVTM BRT scheme, such as transport
organisations, developers and emergency authorities particularly to obtain
input into the design of the scheme at an early stage;
• Presentations to groups of people with similar interests, such as resident
groups, industry groups and special interest groups;
• Formal, written consultation with relevant planning authorities,
environmental authorities and equality groups at stages throughout
development of the scheme; and
• Regular and formal communication with decision makers and funders (for
which processes are already in place through project governance
structures).
6.38 Under Rule 10(2)(d) of the Transport and Works (Applications and Objections
Procedure) (England and Wales) Rules 2006 (“the 2006 Rules”), an applicant for
a Transport and Works Act Order is required to confirm, in a consultation report,
that there has been consultation with the relevant bodies or persons or category of
body or person mentioned in Schedules 5 and 6 to the Rules, who are entitled to
receive a copy of the application documents or be served with notice of the
making of the application.
Scheme refinement
6.39 In response to the requirements of the DfT, as part of the CSR and in response to
consultation, a scheme refinement exercise was carried out which involved a
review of the entire alignment but included focus on higher cost and risk items.
24 8347099.07

6.40 Changes made as a result of this exercise, which would not jeopardise the
performance of the scheme or its value for money, included:
• The length and style of platforms;
• Reduction of the width of the maintenance track along the AVTM corridor
from 4m to 3m;
• Relocating the Silbury Road stop away from Colliter’s Brook;
• Removal of a proposed cantilevered section on the Ashton Avenue Swing
Bridge for pedestrians and cyclists, and shuttle working of BRT (under
traffic signal control) across the bridge;
• Re-aligning the Bristol Harbour Railway terminus spur to avoid the
demolition of the tin shed at the A Bond warehouse;
• Revising the specification for the temporary Prince Street Bridge to that of
a sufficiently high temporary bridge to obviate the need for it to lift or
swing to permit navigation beneath it;
• Reducing the specification of the proposed off-bus ticket machines; and
• Reducing the proposed ITS infrastructure to CCTV on the platforms only
and simple communication networks;
These were included in the BAFB submitted to the DfT on 9 September 2011.
7 Proposed scheme
Outline of the AVTM BRT scheme and the AVTM corridor
7.1 The AVTM BRT scheme will provide a high quality public transport service
between North Somerset and Bristol city centre with stops en route to provide a
step-change in public transport provision.
7.2 The scheme comprises three elements:
• The AVTM corridor;
• The city centre section; and
• The bus services (including those to and from North Somerset) that will
use the busway in the AVTM corridor.
7.3 The works and powers required for the AVTM corridor are the subject of this
TWA application. The AVTM corridor is the section from Long Ashton Park &
Ride to the Arnolfini stop, just north of Prince Street Bridge, Bristol. It is a 4km
long largely segregated and guided busway using kerb guidance. The AVTM
corridor section provides additional reliability and improved journey times for the
bus services.
7.4 After the corridor section, the route serves the city centre in the form of an anticlockwise
loop running on existing highway via Temple Circus, Cabot Circus,
Broadmead and The Centre with additional link and junction priorities.
8347099.07 25

AVTM corridor
7.5 The infrastructure starts at the existing Long Ashton Park & Ride site, with the
segregated busway and adjacent maintenance track available for use by
pedestrians and cyclists heading from the Park & Ride access road across Ashton
Fields to the south and east to skirt the site of the proposed new stadium for
Bristol City Football Club. A more direct route across Ashton Fields is also
proposed as an alternative, if the stadium development does not take place.
7.6 A stop is proposed to serve Ashton Vale. The busway then continues east and
turns north to run parallel with and then cross the Portbury Freight Line on a new
bridge and then continues on a disused railway alignment passing under Brunel
Way. Passive provision is made for a stop at Ashton Gate.
7.7 The route crosses the River Avon New Cut on the (disused but for pedestrians and
cyclists) Ashton Avenue Swing Bridge to pass the CREATE centre where the
busway will displace the current terminus of the Bristol Harbour Railway and its
alignment up to the Avon Crescent/Cumberland Road junction. From here to the
Cumberland Road bridge, the inbound busway shares the alignment with the
Bristol Harbour Railway. On the occasions when the railway is used, inbound
buses will use the Cumberland Road carriageway. The outbound alignment will
run on a new bus lane along Cumberland Road. There is an intermediate stop at
Spike Island which will also serve the SS Great Britain and areas to the south of
the New Cut (via the Vauxhall pedestrian bridge).
7.8 Passing under Cumberland Road at the existing skew bridge the route heads east
along the back of the railway sidings on the southern side of the Harbourside and
behind the M-Shed (where a stop is proposed), to enter Wapping Road and turn
north across Prince Street Bridge to the Arnolfini stop, which will serve the north
Harbourside area and The Centre. General traffic will be prohibited from Prince
Street Bridge and facilities for pedestrians and cyclists improved.
7.9 The AVTM corridor section is designed for use by single decked, double-decked
and single decked articulated vehicles.
Bristol city centre loop
7.10 Immediately north of the Arnolfini stop the route turns right along The Grove and
commences the anti-clockwise loop of the city centre. The loop is on existing
highway and the AVTM BRT scheme will augment existing public transport
priority provision. After travelling along Redcliffe Way, the stop on Temple
Circus will serve Bristol Temple Meads. The alignment then follows Temple
Way northwards with a stop to serve the Cabot Circus retail centre and thence use
existing bus priority provision along Bond Street. A stop to serve the Broadmead
shopping area with access to the bus station, Bristol Royal Infirmary and other
medical facilities would be provided east of St James Barton roundabout. The
alignment then continues along The Haymarket, Rupert Street and Colston
Avenue to a stop at The Centre on Broad Quay. The loop would be completed by
the provision of a new bus lane along Prince Street, towards Prince Street Bridge.
New high quality rapid transit stops will be incorporated throughout.
26 8347099.07

Prince Street Bridge
7.11 Prince Street Bridge currently operates with a two-way signalised shuttle working
for vehicles on its eastern side, with pedestrians and cyclists on its western side,
segregated from traffic. The bridge currently has a weight restriction of 3 tonnes
and is narrowed to 7’ 6” to help in enforcing the restriction. The AVTM BRT
scheme will structurally strengthen the bridge to enable BRT as well as other bus
services to use the bridge. At the same time, the bridge will be closed to general
traffic.
7.12 By 2031, the hourly two-way traffic using the bridge is projected at 650 and 500
vehicles in the morning and evening respectively. With the closure to general
traffic, the traffic would find a number of alternative routes with a ripple effect
across the city centre creating small changes to a number of links. The main
impact would be to add some 200 more vehicles onto the roads through
Bedminster Bridge (e.g. Commercial Road, Clarence Road and York Road) with a
small increase in journey times through the junction. In turn this would divert
some traffic onto Bath Road and Temple Circus. Elsewhere small volumes of
traffic would switch routes, e.g. from Cumberland Road to Hotwell Road and
Coronation Road. However, the overall effect does not create a significant
increase in delay on the local network.
City centre traffic
7.13 The introduction of BRT has some impact on the movement of traffic within the
city centre, through the change to the way in which the road space in the city
centre is shared between BRT/bus services and general traffic. However, the
effects are spread across a number of alternative sections of the road network such
that the net impact is dissipated. In some cases, small-scale adjustments to the
design of junctions or to the traffic signal timings will minimise the impacts. Key
junctions in the city centre have been modelled to assess the immediate impact of
the scheme and then examine the effects of altering the design or operation of the
junction. Across all junctions assessed in the city centre, the scheme produces a
slight overall improvement to the operation of a congested highway network, with
an average of 4% less traffic in 2016 and 2% less traffic in 2031.
7.14 As indicated above, through the closure of Prince Street Bridge, there is additional
pressure on Bedminster Bridge in the evening peak hour in 2016 and 2031,
although it operates within capacity at other times. Analysis of St James Barton
Roundabout shows that by 2031 the link between Haymarket and Marlborough
Street would be oversaturated in the evening peak. The Temple Circus and Bath
Bridge gyratory system is marginally improved.
Principles of AVTM BRT scheme design
7.15 As well as providing a step-change in public transport provision, the introduction
of the AVTM BRT scheme affords the opportunity to impact positively on the
surrounding environment. The application of good design principles to the route,
stop locations and operational infrastructure will establish an overall visual
8347099.07 27

identity for the system that will help to define public perceptions and passenger
experience.
7.16 Therefore, as part of the project, Visual Identity Guidelines (VIG) were
established. The VIG set out the design approach and principles of design for
rapid transit in the region and go on to set out the context of the AVTM BRT
scheme, guidelines for wayfinding, information provision, stop design, ticket
machines, branding and vehicle design. The principles were presented to the NPN
and discussed in the meetings with them in autumn 2009.
Design approach
7.17 The overall approach is to create a strong visual identity for the system that is
composed of a range of interrelated design elements that can be creatively
combined in order to:
Guided busway
• reveal and communicate the scheme as a whole;
• respond to the specific qualities and opportunities of individual locations,
especially in areas valued for their heritage and public realm;
• promote a system that facilitates connecting with walking and cycling
journeys; and
• ensure low environmental impact in terms of impact on the local context
of, and the use of, sustainable construction and energy technologies.
7.18 The guided busway will have a minimum width of 2.6 metres with an approximate
kerb upstand of 200mm for the side guidance tracking mechanism fitted to the
buses. This will consist of small horizontal jockey wheels attached to the front
axle steering mechanisms. The twin busways will be separated by a central
reservation with a minimum width of 0.6 metres and typically 1.0 metre.
7.19 Entry and exit flares will align the guided bus into the guided busway channel.
7.20 A linear infiltration channel will be incorporated in the centre of each guided
busway to manage surface water drainage in accordance with the Sustainable
Urban Drainage System (SUDS) philosophy, which will either discharge into
existing railway construction before outfalling into Environment Agency brooks,
the Avon New Cut or the existing highway drainage network.
Stops and interchanges
7.21 The construction of the stop platforms will be fully integrated with the guided
busway in order to provide level boarding facilities with ramped access from the
adjacent highway. The stops will be made up of flexible modular units, which can
be tailored for each individual stop location.
7.22 Along the AVTM corridor there will be stops at the Long Ashton Park & Ride
site, Ashton Vale, CREATE Centre, Spike Island (for SS Great Britain) and M-
Shed; and space for an additional stop at Ashton Gate has been allowed for.
28 8347099.07

7.23 Stops along the AVTM corridor will offer:
• level boarding and easy alighting;
• suitably weatherproof waiting facilities;
• secure cycle facilities,
• real time Information;
• off-bus ticketing where required;
• sympathetic adjacency with public realm context and materials whilst
maintaining strong system visual identity
• lighting designed to a high standard;
• CCTV;
• ramped access for the adjacent public highway;
• connections to existing footpaths; and
• way-finding information.
7.24 Around the city centre loop there will be a stop at Arnolfini; and on the rest of the
loop there will be single platforms at Temple Circus, Cabot Circus, Broadmead
and the City Centre.
Junctions and crossings
7.25 Where the guided busway intersects with the existing public highway, relevant
highway standards will be applied to ensure the safety of junctions. Priority will
be given to the guided buses to ensure journey time reliability. Where stops are
adjacent to junctions, speeds will be lower and the signals will be coordinated to
minimise the red time on the intersecting roads.
7.26 All traffic signal controlled junctions will be subject to a road safety audit by a
team independent of the designers.
Maintenance track
7.27 A maintenance track will be constructed parallel to the route between the Park &
Ride site at Long Ashton to, and across, Ashton Avenue Swing Bridge (with the
exception of the Portbury Freight line bridge). It is proposed that the maintenance
track will be available for use by pedestrians and cyclists and any planned
closures will be publicised. The width will accommodate maintenance and
emergency vehicles and meets national guidance for the width of an area to be
shared by pedestrians and cyclists who will be permitted to use it once the route is
open.
7.28 It is envisaged that emergency procedures will be as for conventional buses. In
the event of an emergency when vehicles are on the guideway, passengers will be
evacuated to the evacuation strip and will proceed to the nearest stop, suitable
footway or road junction.
8347099.07 29

Public realm design
7.29 The importance of the public realm and landscape is recognised in the design
approach and the need to integrate the scheme successfully into the existing streets
and spaces. The scheme responds in detail to the character of these streets and
spaces in terms of layout and appropriate use of materials.
7.30 Where possible existing heritage features are to be retained or incorporated into
the scheme. Appropriate materials will be used which match the surrounding
materials, such as pennant stone walls and metal work, so that the character is
retained and enhanced where possible. At A Bond some of the existing railway
features will be retained such as the stone walling. Along the Chocolate Path the
existing block path will be retained and repaired in places with the low wall and
railings replaced. The railings on Cumberland Road will be repaired and replaced
as required with the new stops using materials to match the existing. Particular
attention will be paid to the interface with the listed buildings such as the
Vauxhall Bridge. The new walls at the Cumberland Road bridge would be clad in
pennant stone and the detail designed to match the existing. Concrete slabs, as
well as ballast would be used for the BHR so that the realigned tracks retain their
existing character. The small scale railway features, which make an important
contribution to the character of the area, would be retained and re-used. At Prince
Street Bridge, the opportunity will be taken to remove existing street clutter and
thereby offer enhancements to the street.
7.31 New structures will be designed so that they respond to their context. The bridges
and culverts at Ashton Vale will be simple and low key in design. Retaining walls
will be appropriately finished and clad in natural stone where required.
7.32 Embankment and cut slopes will be designed to fit into the adjacent landform with
graded out slopes and naturalised slopes.
7.33 Existing planting will be protected where it is being retained and new planting
carried out to replace that lost. The new planting will be appropriate to its
context, be it native species in a more natural context or more ornamental in style.
Lighting
7.34 In order to reduce light pollution, particularly on the more rural and residential
length of the busway only limited street lighting will be included between the
Long Ashton Park & Ride site and the junction of Avon Crescent and Cumberland
Road. Lighting will be provided at pedestrian crossing points.
7.35 Where appropriate busway lighting will be combined with road lighting to
minimise the numbers of lamp columns and therefore reduce the effects on the
public realm.
7.36 All stops will be illuminated with energy efficient lighting to provide a safe
environment for passengers. Lighting will be included along footpaths to and
from stops to adjacent roads with screening to reduce light pollution.
30 8347099.07

Traffic Regulation Orders
7.37 The equivalent of Traffic Regulation Orders (TROs) are proposed, for example in
relation to parking, where there is a proven need and in order to provide for the
safe and reliable access to, and operation of, the system and when the BHR is
operating to the east of Cumberland Road.
AVTM corridor
7.38 A combination of ‘No Waiting at Any Time’ and ‘No Loading at Any Time’
restrictions will be required on the north-east side of Avon Crescent in order to
prohibit or restrict parking and maintain vehicular flow. On Cumberland Road
(both sides) a combination of ‘No Waiting at Any Time’ and ‘No Loading at Any
Time’ restrictions will be required to maintain vehicular flow and to accommodate
a new bus lane.
7.39 A new 24-hour westbound bus lane will be provided on the south side of
Cumberland Road to enable rapid transit vehicles to progress without delay.
7.40 A ‘Prohibition of Driving’ will be introduced on Prince Street, Prince Street
Bridge and Wapping Road, and between The Grove and Merchants Quay to avoid
BRT vehicles being delayed.
7.41 The equivalent of Traffic Regulation Order Schedules is included in Schedule 8 to
the draft TWA Order.
City centre section
7.42 BRT vehicles will use existing bus lanes whilst travelling around the anticlockwise
city centre loop. As the city centre experiences congestion, additional
24-hour bus lanes will be provided on The Grove, Redcliffe Way, Temple Way,
Bond Street, The Haymarket, Rupert Street, Colston Avenue and Prince Street in
order to avoid BRT vehicles being delayed. These elements will be co-ordinated
with city centre proposals for the North Fringe to Hengrove Package.
8 Construction of the scheme
Introduction
8.1 The construction of the busway and ancillary works for the AVTM corridor, is
expected to last approximately 18 months. This will include building the works,
landscaping, mitigation measures and commissioning. Advanced works including
archaeological excavation, ecological works, ground investigation and the
structural upgrade of Ashton Avenue Swing Bridge which will form part of the
haul route for the scheme and will take place prior to the main construction works.
Diversion of some statutory undertakers’ equipment may also take place prior to
construction.
8.2 The city centre loop consists of a series of isolated sites, the major ones being
Arnolfini, Temple Circus and Haymarket. Bus lanes will be laid using a moving-
8347099.07 31

site train. There will be a strong emphasis on traffic management throughout the
city centre works to maximise road safety and minimise congestion during works.
8.3 As both the AVTM BRT scheme and North Fringe to Hengrove Package require
works in the city centre, the proposals and programmes of the two schemes will be
coordinated.
8.4 Construction activity will be covered by a Code of Construction Practice (CoCP).
The CoCP will be developed in consultation with the relevant authorities and
included in the construction contract. It is anticipated that compliance with it will
be a condition of planning consent. The CoCP will cover traffic management
environmental and safety issues.
Advance works
Construction activities
8.5 Ashton Avenue Swing Bridge is in the critical link across the Avon New Cut and
will form an integral part of the haul route for major guided elements of the
corridor. Therefore the strengthening works will be carried out in advance of the
main works.
8.6 In general, the works required will be of a form that is typical of construction of a
major highway scheme. There are no works envisaged that could require untested
methods of construction. All techniques to be adopted are proven methods of
construction which major civil engineering contractors in the UK are experienced
in undertaking.
Demolition activities
8.7 On the AVTM corridor, a total of three commercial properties will need to be
demolished. They are:
• The Sidings, Ashton Vale Road;
• Shed behind Miranda Guinness Building, Wapping Wharf; and
• Jubilee House, Wapping Road.
8.8 To construct the city centre loop it is necessary to demolish and relocate a public
stairway to Rupert Street. This will maintain access to Fromesgate House and
provide sufficient road space for the new bus lane. The new stairway will be
constructed in sympathy with surrounding buildings.
Statutory undertakers’ equipment
8.9 Where diversions are necessary, works will include digging new trenches, laying
of new services, backfill to trenches and the installation of concrete protection
slabs.
8.10 In developing the AVTM BRT scheme the location of all existing services has
been identified. Discussion with statutory undertakers will be held to determine
the most appropriate diversion route which minimises impact on their services and
32 8347099.07

Route construction
Earthworks
is least disruptive for their maintenance. The project has been developed to
minimise the need for the diversion of major services.
8.11 A preliminary earthworks assessment has concluded that the majority of the
existing route is suitable for the use of the guideway system, owing to the
presence of the abandoned heavy rail line. The presence of any contamination
will be identified and the engineering properties of the existing ground will be
established as part of the ground investigation. Contaminated material will be
disposed of in accordance with statutory requirements at licensed sites.
8.12 The current assessment of the earthworks has identified that there is a net import
of material. The precise volumes can only be determined following detailed
design. The current assessment shows that the excavated volume for the project
is, for example in scenario 2, 22,000m 3 and the fill volume is 33,000m 3 resulting
in a net import to the site of 11,000m 3 .
8.13 Most of the disused railway corridor is characterised by existing scrubby
vegetation that has naturally regenerated over the years. As the construction
working width is limited along the corridor, and drainage features need to be
constructed at the site boundaries, a large proportion of the existing vegetation
will need to be removed.
Maintenance track
8.14 The maintenance track will consist of bituminous surface free draining into
adjacent swales and filter drains.
Drainage
AVTM corridor
8.15 The drainage system along the AVTM corridor will adopt a Sustainable Drainage
System. Infiltration drains filled with free draining granular material will be
constructed along the centre of each guided busway for the dispersal of surface
water. The infiltration drain will be connected to either underground storage tanks
or swales before discharging at a controlled rate into the local water network
(river or brooks) where possible. Where this cannot be achieved, traditional
positive drainage systems will be introduced adopting gullies and pipes to tie-in to
existing highway drainage or outfalls into drainage ditches. An area will be
provided around each outfall for their construction and maintenance. All outfalls
will be formed in concrete.
City centre loop
8.16 Drainage of the city centre loop will be to existing highway drainage.
8347099.07 33

Structures
8.17 There will be six new or altered structures. Three will span watercourses, one will
span a railway line, one is a ramp joining Cumberland Road to the Bristol Harbour
Railway alignment, and one is a new public stairway on Rupert Street in the city
centre.
8.18 The construction methodology will ensure that any temporary work and temporary
rights of way diversions will not impede the flow of water even during a flood.
8.19 A new bridge will be constructed across the Portbury Freight Line, crossing the
railway at a point south of the existing Winterstoke Road level crossing. The
approaches will be constructed on a combination of earth embankment and piers.
Adequate inter-visibility at the traffic signal controlled junction of Ashton Gate
Underpass and the link road to the CALA Industrial Estate will be provided.
8.20 The bridge deck will be constructed remotely and will be lowered into place
during weekend working that will require possession of the Portbury Freight Line
and highway closure to the industrial estate.
Bristol Harbour Railway
8.21 BCC operates and maintains the Bristol Harbour Railway (BHR) which runs
steam trains from its base at M-Shed along two routes: M-Shed to the SS Great
Britain and M-Shed via the Avon New Cut to its terminus at the CREATE centre.
8.22 The BHR infrastructure associated with the Avon New Cut line will be replaced
by a combined guided busway and heavy rail system. The combined system will
allow shared use by BHR and rapid transit vehicles. It will only be used by BHR
on Sundays in the summer months. On these days, the rapid transit vehicles will
use an alternative route between Prince Street Bridge and the junction of Avon
Crescent and Cumberland Road.
Off-line highway works
8.23 All off-line highway works are shown on the Illustrative Corridor Value
Engineering plans. They include:
(a)
(b)
(c)
Works to the existing link road to the Long Ashton Park & Ride site to
facilitate a bus only right turn lane for buses entering the AVTM BRT
scheme.
A realignment of the existing footway at Ashton Road and the Winterstoke
Underpass resulting in the loss of an existing lay-by. The re-alignment of the
existing public highway in this area will necessitate the re-alignment of the
existing Toucan crossing at the junction of Winterstoke Road and Marsh
Road.
Traffic signals, including tram like signals, at the junction of Cumberland
Road and Avon Crescent in order to permit the safe scissor movement for
34 8347099.07

apid transit vehicles. Controlled pedestrian crossing facilities will be
implemented as part of the works to this junction.
(d)
(e)
(f)
A re-profiling of Cumberland Road so that inbound and outbound traffic and
vehicles using the proposed bus lane are not on an adverse camber.
Works at the top of the proposed Cumberland Road ramp to tie in to
Cumberland Road.
An upgrading of the existing junction between Museum Street and Wapping
Road to a full priority junction.
On-street works
8.24 The Haymarket works consist of major works on a live highway with limited space.
Works will be carried out under lane closures while maintaining live traffic and any
road closures necessary will be at weekends only.
8.25 Other works will be relatively minor in nature and can be carried out under offpeak
or weekend lane closures and shuttle working and short-term or weekend road
closures. The Arnolfini works will be carried out while Prince Street is closed to
traffic during the bridge works and only pedestrian and cycle traffic needs to be
maintained. Temple Circus works may require closure of Redcliffe Way eastbound
for a time.
8.26 Laying of red surface treatment to bus lanes will use a moving-site train, working
inside a coned-off area.
Construction access and compounds
8.27 The efficiency of completing the works is dependent on the location of site
compounds, and the need to ensure distance travelled from the compound to the site
of work is not too great. A single main compound is considered appropriate, with
local compounds at areas of significant activity such as new bridge sites.
8.28 The main material storage compound is to be situated at the Long Ashton Park &
Ride site due to its excellent access to the adjacent A370. There will be a storage
compound at Cumberland Road basin for the pre-cast guided busway beams.
8.29 Other local compounds are to be located adjacent to the works at Portbury Rail
bridge and at Wapping Wharf and Prince Street Bridge, Temple Circus and the
Haymarket. Small satellite facilities will be provided for the minor roadworks
around the city centre loop.
8.30 If the successful contractor wishes to use additional or alternative compound sites,
they will be the subject of separate planning applications and require the consent of
the landowner.
8347099.07 35

Construction traffic
8.31 To minimise the numbers of construction vehicles on the highway network, it is
planned to use the river and port through the Cumberland Basin to bring in the
main structural elements of the BRT route, such as the pre-cast concrete guide
beams. Some materials will need to be delivered via the strategic highway
network (e.g. M4, M5, A4 and A370). Locally, construction traffic will use a haul
route along the footprint of the scheme wherever possible thus avoiding the local
road network. However, use of the haul route may be constrained in the early part
of the construction programme by the construction of the new bridge crossings
and the refurbishment of existing crossings. Where the haul route cannot be used,
construction traffic will be routed along the local road network with access to the
sites via one of the several construction access points. Where construction traffic
has to use the local road network, journeys will be timed to avoid peak periods
wherever possible.
8.32 The manoeuvres of construction vehicles at the proposed access and egress points
have been modelled to ensure that larger vehicles (e.g. articulated vehicles) are
able to gain access to the site from the existing highway at certain locations.
Rights of way
8.33 The Order includes powers temporarily and permanently to stop up rights of way
and provide diversions and replacements as appropriate. In the Ashton Vale area
it will be necessary to temporarily close footpaths FP207 and FP422 during the
construction of the AVTM corridor. In addition, it will be necessary to
permanently close footpaths FP424, FP423 and parts of LA12/14 and FP207.
Replacement footpaths will be created in order to minimise any adverse effects to
the local community who use the existing footpath network.
8.34 In the Cumberland Road area it will be necessary to temporarily close footpaths
FP392 and FP393 during the construction of the AVTM corridor. Following the
completion of the AVTM corridor, the public footpath network in the area will be
improved by the creation of new paths (including a maintenance track adjacent to
the busway which will also be made available to pedestrians and cyclists).
Construction programme
8.35 The following indicative programme (Table 1) shows a possible timescale for the
works.
Table 1: Indicative construction programme
Month Activity
1 Set-up site, mobilise, protection of selected areas of vegetation and
individual specimens
2 Site clearance, demolitions, fencing and security
3-12 Earthworks, embankments, drainage including storage tack
36 8347099.07

3-12 Refurbish, adapt, raise and strengthen existing structures; construct
major new structures
6-12 Guideway, BHR construction, traffic signals, stops
13-15 Installation, testing and commissioning of communications system
16 Landscaping and ecological mitigation measures including acoustic
barrier
17 Driver training and trial running
18 Scheme opens.
9 Operation of the scheme
Rapid transit and feeder bus operations
9.1 It is intended that the current 903 service between Long Ashton Park & Ride and
Broadmead will be replaced and augmented by a core BRT service. Services in
the peaks will run up to every six minutes (ten vehicles per hour) and every twelve
minutes in the off peak (five vehicles per hour). The AVTM corridor will also
provide the ability for bus services to/from North Somerset (e.g. Nailsea,
Clevedon and Weston-super-Mare) to join the busway using appropriate vehicles
and serving a variety of different destinations. The total level of service on the
AVTM corridor would be 15 services per hour in the peaks, one every four
minutes and ten services per hour in the off-peak, one every six minutes.
9.2 The operation of the BRT on the segregated alignment has been assessed to ensure
the operation of the combined service (BRT and feeder services) particularly at
the pinch-points at Ashton Avenue Swing Bridge, Cumberland Road Bridge and
Prince Street Bridge where signalised alternate working will be required.
Furthermore, the overall scheme includes measures within the city centre to
ensure the smooth operation of these services within the city centre loop. Where
necessary, further refinements will be made to traffic signal settings to reflect
changes in the BRT services and traffic conditions over time.
9.3 The AVTM BRT scheme will significantly improve journey times and journey
time reliability. In 2016, the current 903 Park & Ride service journey time to
Bristol Temple Meads is forecast to take 26 minutes in the peak and 20 minutes in
the off-peak. Rapid transit will improve this to 9 minutes in the peak and 9
minutes in the off-peak, savings of 17 and 11 minutes respectively. There will be
further time savings for journeys starting or ending in the city centre.
Access to the busway
9.4 All bus operators will be given access to the BRT infrastructure subject to meeting
minimum quality and operational standards and the terms of a bus-way
8347099.07 37

operational code. The details of the minimum quality standards are still to be
finalised but are likely to focus on vehicle specification, minimum frequency,
emission standards and ticketing requirements.
9.5 Access to the busway will be controlled through a combination of (a) rights
granted under the TWA Order and (b) a tendered service specification alongside
(and consistent with) a Quality Partnership Scheme (QPS), under the provisions of
the Local Transport Act 2008. The QPS will set out most of the minimum quality
and operational standards for the BRT network.
9.6 Finalisation of the QPS will include a process of dialogue with bus operators, by
which agreement is reached on the facilities to be provided by the councils and the
standard of services to be provided by the bus operators. The councils’ aspiration
is that the QPS should include the following provisions:
The facilities to include:
• the busway;
• specific bus lanes; and
• provision of passenger facilities such as interchanges and real-time
information hardware and software.
The Standard of Services to include:
• Minimum vehicle specifications, e.g. emission standards, vehicle
accessibility specifications, vehicle cleaning and driver training;
• Minimum service frequency and co-ordination of service headways;
• Maximum fares; and
• Joint branding and service promotion.
The councils may levy a charge on bus operators to cover the costs of
maintenance and cleaning.
Service characteristics
9.7 The following table (Table 2) sets out the primary service characteristics currently
intended for both the core BRT service and the feeder bus services from North
Somerset. The detailed service specifications and requirements will be finalised
following the completion of the QPS and the procurement of the core BRT
service.
Table 2: Primary service characteristics
Core BRT service North Somerset feeder bus
services
Buses per hour
Weekdays
AM peak frequency –
every 6 mins
Weekdays
Bus service X1 (Weston-super-
Mare)
38 8347099.07

Inter peak frequency –
every 12 mins
PM peak frequency –
every 6 mins
AM peak, inter peak and PM
frequency – every 30 mins
Bus service 354 (Nailsea)
AM peak, inter peak and PM
frequency – every 30 mins
Vehicle
specification
Fares and
Ticketing
Articulated 18m single
deck based vehicles
Vehicle carrying capacity
– minimum 110 people,
minimum seating capacity
50 seats, remainder
standing.
Power plant either diesel
EURO 5/EEV or diesel
hybrid or other emerging
technology
Air conditioning
On-board media systems -
plug in power charging
points, information
screens
Fares specified by the
councils
Ticketing hardware and
system functionality
specified by the councils
ITSO ticketing
architecture via the subregional
technological
platform Host Operator
Processing System
(HOPS) and Card
Management System
(CMS)
Bus service 361 (Clevedon)
AM peak, inter peak and PM
frequency – every 60 mins
Predominantly 11m/12m single and
double deck buses
Vehicle carrying capacities between
50 – 90 people
Power plant diesel - minimum
emission requirement to be
determined (likely to be EURO 3 or
higher)
Fares specified by the commercial
bus operators, subject to possible
regulations to regulate fare level
consistency
Ticketing hardware and system
functionality specified by the
councils
ITSO ticketing architecture via the
sub-regional technological platform
Host Operator Processing System
(HOPS) and Card Management
System (CMS)
8347099.07 39

Special
conditions
Operator to supply EMV
card readers on all
vehicles
All vehicles to be fitted
with guide wheels.
All operators to accept a
‘Busway Safety and
Operational Procedures
Agreement’.
All operators to accept a
‘Joint Branding and
Service Promotion
Agreement’
Operator to supply EMV card
readers on all vehicles
All vehicles to be fitted with guide
wheels
All operators to accept a ‘Busway
Safety and Operational Procedures
Agreement’.
All operators to accept a ‘Joint
Branding and Service Promotion
Agreement’
Operational management
9.8 BCC and NSC will be responsible for overseeing safety of the BRT and feeder
bus services using the facilities and infrastructure provided by them. As well as
being responsible for all scheme infrastructure and hardware/software systems
they will also ensure that the service is operated according to expectations and that
the councils achieve value for money. The above roles will be fulfilled by two
operational teams:
• Highway Control Centre; and
• BRT network management team.
9.9 The Highway Control Centre will involve expanding BCC’s existing highway
control centre in Bristol, and take a number of additional data feeds including:
• CCTV at stops and on buses;
• Additional traffic signal data feeds; and
• Real time information data feeds.
9.10 The BRT network management team’s responsibilities will include:
• Inspection, maintenance and cleaning including the busway passenger;
facilities, and hardware/software systems;
• Responding to issues, incidents and breakdowns;
• Monitoring operator performance and quality standards;
• Managing interface with hardware and software systems;
• Monitoring customer satisfaction;
• Managing the core BRT bus service contract;
• Providing a point of contact for commercial bus operators using the BRT
system; and
• Scheme branding and promotional activity.
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Ticketing
9.11 The ticketing system architecture has been designed in line with the DfT guidance
by building upon the existing ITSO ticketing architecture via the sub-regional
technological platform Host Operator Processing System (HOPS) and Card
Management System (CMS). This is already supported by all of the commercial
and tendered service operators of the West of England. The councils will build on
this further and incorporate EMV (Europay, MasterCard and VISA) capability.
9.12 Utilising a combination of ITSO for interoperable ticketing products and
smartcard payments via an E-Purse, with the convenience of EMV, provides the
best solution for maximising off-bus transactions and reducing bus stop dwell
times.
10 Transport and Works Act Order
10.1 On 10 June 2010 the Promoters submitted an application to the Secretary of State
for Transport for a TWAO under sections 1 and 3 of the Transport and Works Act
1992 (the TWAO application).
10.2 The purpose of the proposed Order is to obtain the powers necessary for the
Promoters to construct and operate the works in the AVTM corridor. The
proposed Order will also permit the Promoters to acquire, compulsorily or by
agreement, land and rights in land and to use land for that purpose.
10.3 The TWAO application was made in accordance with the procedures contained in
the Transport and Works (Applications and Objections Procedure) (England and
Wales) Rules 2006 (SI 2006/1466 (the Procedure Rules).
10.4 The TWAO application was the subject of publicity and notices as required by the
Procedure Rules. The proposals were also the subject of consultation, as
described in the Consultation Report submitted with the TWAO application.
10.5 As a result of the CSR, the TWAO application was effectively placed on hold.
The ‘starting date’ for the purposes of the Transport and Works (Inquiries
Procedure) Rules 2004 (the Inquiries Rules) was deferred more than once until 2
December 2011, following the grant of renewed programme entry status for the
project.
Scope of proposed Order
10.6 As well as authorising the construction, operation and maintenance of the busway,
the proposed Order authorises the councils to carry out associated works to the
existing Bristol Harbour Railway, Prince Street Bridge, Ashton Avenue Swing
Bridge and Vauxhall Bridge and it authorises a new bridge over the Portbury
freight line.
10.7 The proposed Order is in 7 Parts with 9 Schedules. Part 1 contains preliminary
provisions. Part 2, together with Schedules 1, 3, 4 and 5 makes provision for, and
8347099.07 41

elating to, the construction of the works. This includes a choice of route at the
initial length of busway from the Ashton Vale Park & Ride site according to
whether or not the new Bristol City Football Club stadium will proceed. Part 3,
together with Schedules 2, 6 and 7, makes provision for the compulsory
acquisition of land and rights in land and for the temporary possession of land for
the purposes of the intended works. Part 4 and Schedule 8 makes provisions for
the operation of the AVTM BRT scheme. Part 5 makes provision for the
operation of penalty fares in relation to travel on the AVTM BRT scheme Part 6
and Schedule 9 contain protective provisions for statutory undertakers. Part 7
contains a number of miscellaneous and general provisions.
10.8 The provisions of the proposed Order are substantially based on the Model
Clauses for Tramways, as contained in Schedule 2 to the Transport and Works
(Model Clauses for Railways and Tramways) Order 2006.
10.9 In accordance with the requirements of Rule 10(2)(b) of the Procedure Rules the
application to the Secretary of State for Transport is accompanied by an
Explanatory Memorandum. This Explanatory Memorandum explains the purpose
and effect of each article of, and Schedule to, the proposed Order.
Application documents
10.10 The following documents were submitted as the formal application documents:
• Letter of application;
• Draft Order;
• Explanatory Memorandum;
• Concise statement of the aims of the proposals;
• Report summarising the consultations which have been undertaken;
• Declaration as to status;
• List of all consents, permissions or licences required under other
enactments for the purposes of the project;
• The applicants’ proposals for funding that part of the AVTM scheme to be
authorised by the Order;
• An estimate of the cost of carrying out the works provided for in the
proposed Order;
• Request for a direction under section 90(2A) of the Town and Country
Planning Act 1990, including Statement of proposed planning conditions;
• Draft Code of Construction Practice;
• Environmental Statement;
• Non Technical Summary of Environmental Statement;
• Visual Identity Guidelines;
• Order Plans – consisting of Works and Land Plans and Sections and Rights
of Way Plans;
• Book of Reference; and
• Plans for Information.
10.11 After the submission of the application, as a result of the Comprehensive
Spending Review, an updated Estimate of Costs was submitted to the DfT along
42 8347099.07

with the Best and Final Funding Bid for the AVTM BRT scheme on 9 September
2011.
11 Planning permission, listed buildings consents and conservation area consents
Planning permission
11.1 Rule 10(6) of the Procedure Rules allows an application to be made for a direction
granting deemed planning permission under section 90(2A) of the Town and
Country Planning Act 1990.
11.2 The applicants have sought a direction for deemed planning permission to be
granted, so far as it is required for the development provided for in the proposed
Order.
11.3 The request was accompanied by a statement of proposed planning conditions.
The proposed conditions relate to:
• A time limit for commencement of development;
• The siting, design and external appearance of the development;
• Landscaping and the protection of trees and hedges;
• Drainage and flood management;
• Ecology;
• Compliance with the project’s Code of Construction Practice (“CoCP”);
• Archaeology;
• Lighting;
• Contaminated land; and
• Public footpaths.
Listed building consents and conservation area consents
11.4 When the application for the Order was submitted, it was anticipated that the
proposed works in the AVTM corridor would affect three listed buildings or
structures, and three conservation areas.
11.5 Accordingly, in accordance with the Transport and Works Applications (Listed
Buildings, Conservation Areas and Ancient Monuments Procedure) Regulations
1992, the Promoters submitted the six applications shown in Table 3 for listed
building consent or conservation area consent under the Planning (Listed
Buildings and Conservation Areas) Act 1990 (the LBA) to the local planning
authority. These have been referred to the Secretary of State for Communities and
Local Government in accordance with section 12(3A) of the 1990 Act.
8347099.07 43

Table 3: Applications for listed building consent and conservation area
consent
Listed building consent
Location
Vauxhall Bridge
Ashton Avenue Swing Bridge
Prince Street Bridge
Application reference no
11/02492/la
11/02494/la
11/02491/la
Conservation area consent
Location
Green Metal Shed east of A Bond Warehouse –
Railings along south side of Cumberland Road
Jubilee House
Application reference no
11/02495/Lc
11/02493/Lc
11/02496/LC
11.6 As explained above, it has since been decided that the application for conservation
area consent to demolish the Green Metal Shed, east of A Bond Warehouse
(Reference 11/02495/Lc) can be withdrawn and this is being done.
11.7 In the light of the above, it will be the Promoters’ case that the proposals accord
with the development plan and other material considerations so that planning
should be granted subject to the conditions as proposed.
11.8 Moreover, with regard to the listed buildings affected the Promoters have had
regard to the duties under the LBA and the advice in DCLG Planning Policy
Statement 5: Planning for the Historic Environment (PPS 5) among other relevant
considerations. In the light of this, it will be submitted that there would be no
substantial harm or loss of significance caused by the proposals but that there
would be benefit in restoration of the structures and in that they would be put to
active use in connection with their historic use for the purposes of transportation.
Alternatively the public benefit associated with the proposals would justify such
harm or loss as there may be found to be.
11.9 In respect of the conservation area consents it is submitted that the proposals
would preserve or enhance the character and appearance of the conservation
area and that the proposed demolition would not cause substantial or any harm
to or loss of the significance of the relevant conservation area as a heritage
asset. Alternatively, any such harm or loss would be justified by the public
benefit that would be associated with the proposals as a whole.
44 8347099.07

11.10 Further it will be submitted that with particular regard to the cultural heritage
the proposals would properly respect and enhance the relevant heritage assets
and their setting in line with the policies in PPS 5 and otherwise.
12 Open space land and application for certificate under Acquisition of Land Act
1981
12.1 The AVTM BRT scheme will require the permanent acquisition of 29,966 m2 of
land that is or may be used as public open space for the purposes of sections 19
and 28 of, and Schedule 3 to, the Acquisition of Land Act 1981 (the 1981 Act).
12.2 On 23 July 2010, the Promoters applied to the Secretary of State for Communities
and Local Government through the National Unit for Land Acquisition and
Disposals (“NULAD”) for certificates under section 19 and 28 of, and schedule 3
to, the 1981 Act, confirming that replacement land will be provided in exchange
for open space being acquired compulsorily. Section 19 of the 1981 Act states
that Special Parliamentary Procedure will apply unless the Secretary of State
certifies that, inter alia, the land offered in exchange for the open space land being
acquired will vest in the person in whom the open space land being compulsorily
acquired was vested. However, the Order proposes at article 34(4) a modification
to the normal procedure by seeking to modify section 19 of the 1981 Act so that
the exchange land vests in the local authority. This is to ensure that the exchange
land can be used as open space land in substitution for the open space land to be
taken, rather than fall into private ownership and use. On 30 September 2011,
NULAD confirmed that the Secretary of State would be willing in principle to
grant a certificate conditional upon the Order being made, if made with the
modification to the 1981 Act that is sought.
12.3 There are two areas of open space land to be permanently acquired, both of which
are in private ownership. The first area includes land at Ashton Fields. The land
is designated as Green Belt (NE13, NE14), Open Space (NE1), a County and City
Wide Site (NE5) and Wildlife Network Site (NE6) in the adopted Bristol Local
Plan 1997. The land is currently used for informal recreation, mainly dog
walking.
12.4 The second area is situated at Bower Ashton which is situated to the north of the
new Meridian housing development, off Brunel Way. The land may not currently
be open space land. It does not benefit from any public access, as it secured by
high fencing. The land is designated as Open Space (NE1) and a County and City
Wide Site (NE5) in the adopted Bristol Local Plan 1997.
12.5 Two areas of replacement open space have been included in the Order, totalling
30,000 m2 in size. The first area is situated to the west of the Long Ashton Park
& Ride site and is shown on the Open Space Plan in the Deposited Plans. The
land is currently in agricultural use and is lightly covered with immature trees
which were planted under the Forest of Avon Community Forest Programme.
The land is designated as Green Belt (Policy RD/3) and Forest of Avon (ECH/9)
in the North Somerset Replacement Local Plan 2007.
8347099.07 45

12.6 The second area of replacement open space is a linear strip north of the Bristol to
Western Super Mare railway line close to Ashton Vale and is shown on the Open
Space Plan in the Deposited Plans. The land is currently used as a field margin
adjacent to established agricultural land. The land is designated as Green Belt
(Policy RD/3) in the North Somerset Replacement Local Plan 2007.
12.7 The replacement open space would maintain overall levels of provision and access
for local people such that the acquisition of open space in the Order will not
materially impact on people’s recreational enjoyment. It is considered that the
replacement open space meets the tests set out in Appendix L of Circular 06/2004
and the Policy Guidance.
12.8 The replacement open space is considered to be:
• of a comparable size to the area being taken;
• no less accessible generally than the area being taken;
• of comparable quality to the area being taken; and
• multi functional and can be applied to a number of uses at least
comparable to the area being taken.
12.9 In the circumstances, having regard to the interests of the neighbourhood and the
nature of the use of the land concerned and the public interest together with the
other relevant considerations, a certificate can and should be granted.
13 Environmental Impact Assessment and Flood Risk Assessment
EIA
13.1 An environmental impact assessment (EIA) of the proposed scheme, comprising
the corridor and city centre sections, was undertaken to evaluate the effects on
people and the environment. The objective of an EIA is to inform decisionmakers
of the effects of the Scheme. In this case, planning approval for the
corridor section is sought through the Transport and Works Act process and the
decision on the application is made by the Secretary of State. Permission for the
works required for the city centre section will be sought under Traffic Regulation
Orders and Compulsory Purchase Orders by BCC as the highways authority.
13.2 The results of the EIA were published in an Environmental Statement (ES) in May
2010.
13.3 The scope of the EIA is defined in legislation as covering population, fauna, flora,
soil, water, air, climatic factors, material assets, including the architectural and
archaeological heritage, landscape and the inter-relationship between the above
factors. The scope is interpreted broadly within these categories.
13.4 The study area comprises the proposed route alignment, plus a corridor on either
side varying in width depending on the assessment topic. For example noise
assessments are based on a corridor 600m either side of the centre line, while data
searches on ecological sites extend to 2km.
46 8347099.07

13.5 The EIA was conducted for three scenarios for the alignment across Ashton Fields
between Long Ashton Park & Ride and Colliter’s Brook. Scenarios 1 and 2
assume that Bristol City Football Club will build a new stadium at Ashton Fields
and the alignment of the AVTM BRT will skirt around the perimeter of the
stadium. Under Scenario 1 it is assumed that the stadium is built before
construction of the AVTM BRT. Under Scenario 2 it is assumed that the AVTM
BRT is built first. Scenario 3 assumes that the stadium is not built and the
alignment cuts across Ashton Fields on a direct path. In the remainder of the
corridor section and in the city centre section, the EIA was conducted for the
single proposed scheme.
Summary of changes since publication of ES
13.6 In the year since publication of the ES, aspects of the design of the AVTM BRT
scheme have been revised and some changes to the AVTM BRT scheme have
been adopted, having regard to consultation responses and representations on the
Order. Potentially positive and negative impacts were considered but only those
changes which improved or had no effect on the evaluation of the impacts were
taken forward. The main changes were as follows:
• The length and style of platforms with a potential reduction of the visual
impact of the AVTM scheme;
• Reduction of the width of the maintenance track along the AVTM corridor
from 4m to 3m. This would reduce the embankment heights and width,
requiring less land-take within the floodplain, (without comprising the
value of the track for pedestrians and cyclists) and proposed planting;
• Under scenarios 1 and 2, relocating the Silbury Road stop away from
Colliter’s Brook. This would reduce the adverse impacts on woodland and
watercourse, while improving the busway’sgreen transport link with
proposed new housing;
• Removal of a proposed cantilevered section on the Ashton Avenue Swing
Bridge for pedestrians and cyclists, in favour of shuttle working for BRT
(under traffic signal control) across the bridge that will allow a single lane
busway and safe crossing for pedestrians and cyclists, without comprising
the architectural value of this listed structure;
• Realigning the Bristol Harbour Railway terminus spur to avoid the
demolition of the tin shed at the A Bond warehouse, obviating the need for
Conservation Area Consent to demolish the shed and in respect of which
concern had been expressed on consultation.
• Revising the specification for the temporary Prince Street Bridge to that of
a sufficiently high temporary bridge to obviate the need for it to lift or
swing to permit navigation beneath it. This will reduce the costs without
creating severance for navigable craft using the Floating Harbour or the
pedestrians and cyclist who wish to cross the water;
• Reducing the specification of the proposed off-bus ticket machines.
Originally it was planned to provide high specification ticket machines at
all platforms. Now it is proposed to provide a high specification machine
at the Long Ashton Park & Ride, with the remaining stops equipped with
8347099.07 47

lower specification machines, coupled with a move towards cashless
payments; and
• Reducing the proposed ITS infrastructure to CCTV on the platforms only
and simple communication networks.
Flood Risk Assessment
13.7 The Flood Risk Assessment (FRA) considers the probability of flooding on the
various sections of the route between Long Ashton Park & Ride and the city
centre. The impacts on the structure and operation of the rapid transit services are
considered and, in the light of existing and proposed constraints along the route,
proposals are made for developing an appropriate response to the probability of
flooding.
13.8 The FRA considers current and future flood risks to the AVTM BRT scheme.
Detailed design of all elements of the scheme will be finalised in due course and it
will be necessary to revisit certain elements for example by the introduction of a
Flood Management Plan (FMP) which will be required to address safe operation
of the system when flooding may be imminent. Drafts of the FRA report and the
proposals in it have been considered by officers at the Environment Agency (EA)
and BCC and their comments have been incorporated as appropriate.
13.9 The strategy is to seek to achieve improvements in flood protection where
reasonably feasible whilst acknowledging that an operational response and
limitation of service will be required for extreme events when other areas of the
city will also be affected. At no point along the route will the proposed works
place the scheme or adjacent land at greater risk of flooding than currently exists.
The FMP, which will form an integral part of the strategy for the operation of the
rapid transit services, will be developed in conjunction with BCC, North Somerset
Council, the Environment Agency and the operator of the core BRT service,
before the service commences.
13.10 Within the AVTM BRT scheme, the proposals do provide some improved
protection against tidal flooding of property, particularly near the Underfall Yard
on Cumberland Road, by adjustment of ground and road levels.
13.11 The possibility of including elements within the construction of the proposed
scheme, so as not to compromise the later inclusion of a raised defence along the
River Avon section to further protect adjacent property has also been considered
briefly within the FRA.
Habitats Regulations Assessment and Environment Protection Act statement
13.12 The works do not affect a Special Area of Conservation or a Special Protection
Area and so no appropriate assessment or HRA screening is required under the
Habitats Directive or the Birds Directive. The works to be authorised by the
Order are not expected to cause statutory nuisance, within the meaning of the
Environmental Protection Act 1990, and so a statement is not required to be made
under that Act.
48 8347099.07

14 Sustainability
14.1 The sustainability credentials of the AVTM BRT scheme are reviewed below in
terms of economic and environmental factors.
Sustainable development
14.2 The current model of global and national development is unsustainable; it is
placing ever increasing demands on our planet and the people living on it. The
UK Government is committed to sustainable development and recognises that the
three ‘pillars’ of the economy, society and the environment are interconnected.
Our long term economic growth relies on protecting and enhancing the
environmental resources that underpin it, and paying due regard to social needs.
14.3 Sustainable transport is a critical part of the sustainable development jigsaw, with
domestic transport accounting for 21% of UK carbon emissions. The UK’s vision
for a sustainable transport system is one that is an engine for economic growth but
is also greener and safer and improves quality of life in our communities. To
support the UK vision, local transport must:
• support the local economy and facilitate economic development and
employment;
• reduce carbon emissions;
• improve safety;
• help to deliver wider social and economic benefits;
• improve air quality and increased compliance with air quality standards;
• provide wider environmental benefits such as noise reduction; and
• support wider health benefits.
14.4 The AVTM BRT scheme supports the above requirements by providing a mass
transport system which is accessible to all, which is designed to minimise its
impact on the environment through good design and mitigation and is financially
viable.
Economic benefits
14.5 The appraisal of the AVTM scheme has been conducted in line with the DfT’s
guidelines on Cost Benefit Analysis which are specified within the DfT’s
WebTAG system. In turn, the DfT approach is in line with the Treasury ‘Green
Book’ which specifies the assumptions (such as the appraisal period and discount
rates) which should be used in appraising measures to be funded by central
Government.
14.6 The bulk of the economic impacts have been estimated using the Department’s
standard TUBA appraisal software which uses the output from the transport model
to derive the stream of benefits and costs over the 60 year appraisal period (2016
to 2075). The three time periods covered by the transport model were expanded
to provide the equivalent annual values through the use of the following factors,
based on an analysis of the observed travel volumes (See Table 4).
8347099.07 49

Table 4: Transport modelling
(a) AM peak hour
to AM period
(b) Inter-peak
average hour to IP
period
(c) PM peak hour to
PM period
(d) Inter-peak hour
to off peak period
(e) Inter-peak hour
to weekend period
Modelled Hour to Day Factor
Highway
Bus/Rapid
Transit
Rail
Day to
Year
Factor
2.55 2.40 2.70 253
6.00 6.00 6.00 253
2.56 2.8 2.1 253
0.69 0.40 0.60 253
6.07 16.00 16.00 56
14.7 An underlying inflation rate of 2.79% was used to forecast throughout the 60 year
appraisal period.
14.8 Where TUBA does not calculate specific costs and benefits, corresponding DfT
WebTAG guidance has been followed to produce estimates, e.g. WebTAG 3.4.1
for the treatment of benefits from reductions in traffic accidents.
14.9 Through the discounting process, the stream of costs and benefits which occur at
different points in time can be compared on a consistent basis. As outlined in
WebTAG 3.5.4, the costs and benefits have been converted to the standard DfT
price base of 2002 and are then discounted back to a standard DfT base year
(2002). The Treasury specified discount rates of 3.5% for the first 30 years and
3.0% thereafter have been used to produce the discounted benefits (Present Value
of Benefits or PVB) and discounted costs (Present Value of Costs or PVC). The
PVB and PVC are then used to calculate the indicators of the overall economic
performance of the scheme in the form of the Net Present Value (PVB – PVC)
and Benefit Cost Ratio (PVB/PVC).
The principal economic benefits generated by the AVTM BRT scheme are
estimated to be £178.8m through the savings in travel times and vehicle operating
costs experienced by travellers using the public transport system and highway
network and the increased revenue gained by public transport operators from the
growth in passengers. Further economic benefits are gained from improvements
in journey time reliability, fewer traffic accidents and wider impacts of the scheme
on the local economy. These benefits are offset slightly by a reduction in central
50 8347099.07

government tax receipts from fuel duties brought about by reduced fuel
consumption.
14.10 The DfT’s TUBA software (version 1.8) was used to estimate the impact of the
AVTM BRT scheme on journey times, vehicle operating costs and fares for
transport users and cost and revenues for transport providers and the government.
14.11 Table 5 summarises the results of the TUBA assessment together additional
benefits such as wider impacts, accidents and reliability, showing the estimated
total PVB of £178.8 million (2002 prices and values).
Table 5: Summary of economic benefits for AVTM BRT scheme
Impact NPV, £000 2002
prices/values
Economic efficiency: consumer users 122,066
Economic efficiency: business users 7,934
Economic efficiency: transport providers 39,711
Wider public finances (indirect taxation revenues) -9,036
Journey time reliability 2,931
Greenhouse gases -9
Reduction in accidents 4,487
Wider impacts 10,707
Present Value of Benefits (PVB) £178,791
14.12 The overall economic efficiency benefits comprise benefits across both public
transport and highway modes. For the consumer users group, there are benefits of
£122.1 million which are enjoyed by public transport users, predominantly
passengers on the AVTM BRT scheme and the other bus services on the
segregated alignment. There is a small increase in disbenefits to drivers of £9.2
million due to changes in the road network in the city centre to accommodate the
BRT priority measures.
14.13 The overall benefits of £7.9 million to business users are formed by £12.1 million
benefits to public transport users and £1.1 million benefits to freight operations;
these are offset by a small level of disbenefits of £5.3 million to car travel, again
arising from changes to the city centre road network.
8347099.07 51

14.14 Changes in the consumption of fuel by car drivers as a result of the switch from
car to BRT and other public transport produces a reduction in indirect tax revenue
receipts by central government of £9m.
Journey times
Safety
14.15 Passengers on the rapid transit route and other bus services that use the segregated
BRT alignment will benefit from significant savings in journey times compared
with current times. Over the appraisal period, this represents £131.6m of benefits.
On the highway network, while there are journey time savings for drivers along
the Hotwell Road and Coronation Road corridors, the benefits from these are
reduced by localised increases in delays within the city centre.
14.16 In addition to the benefits from journey time savings, further benefits are
produced through improved reliability of journey times. In line with the guidance
in DfT WebTAG Unit 3.5.7, the size of benefits from reliability improvements are
estimated at £2.9 million (NPV, 2002 prices and values).
14.17 The AVTM BRT scheme will result in a modal shift by current car drivers onto
public transport in order to take advantage of the journey time benefits created by
the scheme. The reduction of traffic on the road network should in turn produce a
reduction in the number of traffic accidents.
14.18 The calculation of the impact of the AVTM BRT scheme on accidents has been
estimated in line with the DfT’s COBA software for combined link and junction
accident rates. These benefits were annualised using the hourly and daily factors
in the TUBA assessment and discounted to 2002 values, in line with the benefit
calculations performed in TUBA. The total value of accident savings has been
estimated at £4.5 million (NPV, 2002 prices and values).
Wider impacts
14.19 The introduction of the AVTM BRT scheme will generate wider benefits to the
local economy which are estimated at £10.7m. The DfT guidance in WebTAG
unit 2.8c identifies a number of ‘wider impacts’ of transport schemes. These are
effects which occur as a result of imperfections in markets that use transport.
They are not therefore captured in conventional transport appraisal (as carried out
by TUBA), which is based on the assumption that markets behave in a ‘perfectly
competitive’ manner.
14.20 The DfT guidance identifies three wider impacts that occur in real, imperfect
markets:
• Agglomeration – productivity benefits arising from the proximity between
firms, other firms and employees;
• Labour market impacts (due to reduced commuting costs) – increased
participation in the labour market and the relocation of jobs and workers to
more productive locations; and
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• Output change in imperfectly competitive markets – reflecting the
situation that conventional assessment (with its assumption of “perfect”
markets) does not capture the profit that firms make in real “imperfect”
markets from the additional output that they generate (e.g. as a result of
transport improvements).
14.21 The DfT’s WITA software was used to estimate the value of agglomeration
benefits and the additional workers element of labour market impacts.
14.22 Outputs were in terms of the NPV (in 2002 prices and values) of the identified
wider impacts in the area covering the three authorities of Bristol City, North
Somerset and South Gloucestershire.
14.23 Table 6 summarises the combined results for the three core areas, showing a total
value of wider impacts of £10.7m, comprising £9.6m of agglomeration benefits, a
slight loss in labour market impacts of -£0.4m and benefits of increased output in
imperfect markets worth £1.5m.
Table 6: Benefits from wider impacts
Wider impact
NPV, £000 2002 prices/values
Agglomeration 9,681
Labour market impacts -430
Increased output in imperfect markets 1,456
Total £10,707
Social impacts
14.24 Low-income households and deprived communities often do not benefit from the
transport user benefits resulting from improvements to the transport system if they
are not users of the network, either because they do not have access to a car or
have limited travel horizons in their use of public transport.
14.25 Overall, the benefits of the scheme are distributed similarly to what may be
expected from the overall distribution of income across the population apart from
the group with most income deprivation, which experiences lower disbenefits, and
with the high income group receiving a higher than expected proportion of
disbenefits.
Personal security assessment
14.26 It is anticipated that the improved network infrastructure and improved services,
stops and crossings will provide a beneficial impact on security. The increased
use of CCTV and high standard of lighting at bus shelters and CCTV on the
vehicles aims to provide high levels of security for users.
8347099.07 53

Accessibility
14.27 Accessibility modelling has been completed to assess the public transport journey
time differences to any one of the identified destinations, i.e. Bristol City Centre
and the major employment areas in the Greater Bristol area (Bath City Centre,
Filton, Aztec West, Almondsbury Business Park and UWE/MoD/AXA) as a result
of the proposed scheme. The introduction of the BRT scheme and the associated
journey time reductions to the services from North Somerset have the effect of
increasing the proportion of the West of England area that is within 60 minutes of
Bristol city centre and the major employment areas. The impact of the RT scheme
is small when measured across the whole sub-region but more significant when
viewed locally within the areas directly served by the scheme.
Severance
14.28 Severance is often an unintended consequence of a measure intended to address
other problems. Severance of communities by traffic and transport infrastructure
is a particular problem for people without access to a car, some older people,
people with disabilities, and school children, because they are often reliant on
walking in the local community and in some cases have restricted mobility.
14.29 Although the AVTM BRT scheme will mean an increase in the number of buses
along the route, the maintenance track which it is proposed will be available for
use by pedestrians and cyclists will have a positive impact for pedestrians,
especially those who can be vulnerable travellers. The provision of the walking
and cycling routes along the alignment will therefore offset any increase in
severance caused by the route itself. Overall the AVTM BRT scheme is
considered to have a slight beneficial effect on severance.
Integration
14.30 The main interchange benefits include significant improvements to the facilities
and environment at the stops, better information for passengers at stops and on
vehicles, improved reliability of operation and better interchange with other public
transport services, particularly Temple Circus but also local bus and ferry
services.
14.31 BRT passengers will benefit from the better waiting environment and other
facilities. Smaller volumes will receive benefits from integration improvements at
Temple Circus and Bristol bus station. Overall, the assessment of passenger
interchange impact is ‘large beneficial’.
Environmental impacts
14.32 An iterative approach was taken to the EIA, which involved identifying the
potential environmental impacts of the scheme, developing mitigation measures,
followed by the assessment of the residual impacts. The committed mitigation
measures to be implemented during construction and operation and an assessment
of the residual impacts to illustrate the environmental impact of the mitigated
scheme are reported in the Environmental Statement. The EIA also took account
54 8347099.07

of the potential cumulative impacts of anticipated development in the vicinity of
the works.
15 Delivery
Governance
15.1 It is clear that to bring forward ambitious and extensive transport proposals
requires robust governance arrangements. The West of England councils have
taken major steps to strengthen and formalise sub-regional governance. The
creation of the JTEC in April 2009 brought together the four authority Executive
Members with responsibility for transport in a forum legally constituted via a Joint
Working Agreement. Meeting regularly, JTEC guides the development of the
transport major scheme programme, including making recommendations to the
four councils on scheme endorsement and delivery, and has approved the
governance arrangements for the major scheme programme including the main
responsibilities. Recognising the role JTEC plays in the governance of major
schemes, the Committee is also being integrated into the new LEP structures but
with a continuing role and unchanged level of importance.
15.2 A robust and compliant project management structure has been designated and
endorsed for the AVTM Scheme including a Senior Responsible Owner, Project
Manager and Project Board. Representation on the Project Board is integrated
between the different schemes in the BRT network to ensure consistency and
maximise opportunities for economies of scale in delivery.
15.3 The three BRT schemes in the programme are being progressively brought
together through strengthened, joint governance to co-ordinate procurement,
network planning and communities, to ensure a consistent level of delivery across
the three schemes.
Capacity and capability
15.4 The West of England councils have a proven track record in the delivery of major
transport infrastructure, most notably through the Greater Bristol Bus Network
scheme on track for completion in March 2012. Over the last year the councils
have taken further steps to enhance delivery arrangements including the
development of capacity and capability, through the appointment of specialist
transport consultants and advisers, and the creation of a Programme Delivery
Board (PDB) in April 2011 comprising the SROs for each scheme, section 151
officers and independent procurement support.
Procurement of services
15.5 Closer alignment of the major scheme programme has heightened the need and
opportunities to consider benefits which could arise from joint procurement
approaches. The PDB is examining these opportunities for cost reduction,
8347099.07 55

efficiency benefits and joint risk management. A joint Procurement Strategy has
been formulated, which includes:
• Alliance Charter – all delivery partners will sign an overarching
agreement providing for a common approach for the design, construction
and implementation of the BRT schemes;
• Package Approach to construction procurement, to reduce risks through
framework, Design and Build and task order packages;
• Area-wide Quality Partnership Scheme (QPS) - umbrella approach to
the provision of BRT services, complemented by targeted contracted
services where appropriate (such as for the AVTM BRT scheme).
15.6 The services for the AVTM BRT scheme will be procured via a local bus service
tender, using existing powers. A contract will be awarded to the successful
operator to provide BRT services for a period of between 5 to 8 years. It is intend
that the AVTM BRT scheme service will replace the existing Park & Ride service
903.
15.7 In terms of the financial sustainability of the ongoing operation of the service,
financial modelling undertaken by the councils show that the forecast revenue
streams will exceed the estimated operating costs, thereby potentially producing a
net operating surplus after an initial period of establishing the new service on
opening the scheme. The contractual model for the service is yet to be finalised.
However the councils are likely to take the full revenue risk. The operator will be
incentivised through a package of Key Performance Indicators.
16 Costs, funding and revenue
Overall estimate of costs
16.1 A full Quantitative Risk Assessment was undertaken to understand and measure
the impacts of the principal risks associated with the cost of the AVTM BRT
scheme. The assessment identified the cost implications for the scheme of
£12.020m at the P(80) level and £8.580m at the P(50) level.
16.2 The costs were converted into outturn (in-year) prices based on the following
central assumptions:
• Construction profile of 25% in 2013, 65% in 2014 and 10% in 2015;
• Land purchase would take place in 2013;
• Site supervision and risk profiled in line with the expenditure profile for
engineering works;
• More than 50% of the total estimated preparatory costs spent since the
original Programme Entry status was awarded, in order to progress the
scheme. Remaining preparatory costs to be spent during 2012 and 2013,
with an allowance for evaluation after scheme opening;
• Annual Maintenance costs (lighting, cleaning, etc);
• Periodic maintenance costs (resurfacing, etc) every 6 years; and
56 8347099.07

• Fleet replacement every 15 years.
16.3 A range of inflation assumptions were adopted for the different elements of the
outturn investment and operating costs associated with the scheme. These are set
against a general base inflation rate of 2.79%.
16.4 The combined outcome of the projections outlined above breaks down as shown
in the following table (Table 7). The figures shown below include an allowance
for Part 1 claims.
Table 7: Cost projections
Item Cost (£)
Construction 25,316,000
Land 2,135,000
Preparation/evaluation 6,066,000
Supervision 762,000
Risk 12,020,000
Inflation 3,322,000
Total £49,621,000
16.5 Vehicles will be provided and funded by operators.
Funding
16.6 The overall funding of the scheme is divided between the following contributions,
specified in terms of outturn prices:
• £1,250,000 (Bristol International Airport) - In December 2010, a section
106 Agreement was signed between all relevant parties (Bristol
International Airport, NSC and BCC) committing BIA to support the
AVTM BRT scheme;
• £12,090,000 (Bristol City Council) - BCC’s total financial contribution
will be funded from Business Rate Supplement; Workplace Parking Levy,
Local Transport Plan or Community Infrastructure Levy;
• £1,7726,000 (North Somerset Council) - The NSC contribution will be
funded from its own non-earmarked resources. These have been identified
and approved by full Council and now form part of the approved Capital
Programme; and
• £34,508,000 – Department for Transport.
8347099.07 57

16.7 A submission was made by BCC and NSC to the DfT on 9 September 2011 as a
Best and Final Funding Bid within the Local Authority Major Scheme process.
The scheme received funding support from the DfT in the Chancellor’s Autumn
Statement on 29 November 2011.
Revenue
16.8 Patronage forecasts demonstrate that the fare-box revenues from the established
rapid transit network will exceed operating costs, after an initial period of
establishing the service. The forecasts are based on the existing revenue streams
of Park & Ride service 903, together with modelling forecasts of the AVTM BRT
scheme, which replaces service 903. Having a known base line for patronage
gives a greater confidence for the councils, and reduces risk. The revenue
forecasts take account of both initial growth in patronage following scheme
opening and the build out and completion of subsequent housing and employment
developments.
17 Economic case for AVTM BRT scheme
Value for money and BCR
17.1 The quantified benefits of the project were set against the outturn costs in order to
calculate the economic performance of the AVTM BRT scheme. The annual
benefits and costs over the appraisal period were then converted to present values
(Present Value of Benefits (PVB) and Present Value of Costs (PVC)) using the
following assumptions:
• Base year of 2002;
• Price base of 2002;
• Opening year 2016;
• 60 year appraisal period 2016-2075;
• Discount rate of 3.5% for first 30 years of appraisal – 2016-2045; and
• Discount rate of 3.0% for second 30 years of appraisal – 2046-2075.
17.2 On this basis, the PVB is estimated at £178.791m and the PVC of £42.351m,
resulting in a Net Present Value (NPV) of £136.440m and a Benefit Cost Ratio
(BCR), of 4.22. A strong BCR of this magnitude represents ‘Very High Value for
Money’ as defined by DfT.
18 Land and property required for AVTM BRT scheme
Overview
18.1 The Promoters’ policy during the development of the AVTM BRT scheme has
been to minimise the land and interests in land to be acquired having regard to the
DCLG guidance in Circular 06/2004: Compulsory Purchase and the Crichel
Down Rules refining the design of the scheme.
58 8347099.07

18.2 Property impacts have been discussed with affected parties in the development of
the AVTM BRT scheme. The scheme has evolved during the consultation
process. In some cases, this has led to a review of the design in order to reduce or
avoid impacts. Where impacts remain, the national Compulsory Purchase
Compensation Code will apply.
18.3 In addition to the consultation with affected owners and occupiers, all parties
listed in the Book of Reference have been served with statutory notices in
accordance with the Transport and Works (Applications and Objections
Procedure) (England and Wales) Rules 2006.
Justification
18.4 The Promoters recognise that the use of compulsory purchase powers should only
be authorised where there is a compelling case in the public interest and where its
purposes are sufficient to justify interfering with the human rights of those with an
interest in the land affected. The Promoters consider that there are sufficient
social, environmental and economic benefits provided by the scheme to justify, in
the public interest, the use of the compulsory purchase powers sought. The
Promoters consider that its case for such powers meets the test set out in circular
06/2004:.
18.5 The Promoters are satisfied that it has clearly shown how it intends to use the land
which it is proposing to acquire as the land identified in the Works and Land Plans
is required for the construction or operation of the AVTM BRT scheme. The
scheme has been designed in such a way as to minimise the effect on private
interests by only acquiring land and rights required for the scheme.
18.6 The Promoters are satisfied it has provided sufficient information regarding the
financial resources for both acquiring the land and implementing the scheme for
which the land is required. Details of funding implications and sources have been
set out above.
18.7 The Promoters are satisfied that all the main consents required for the
implementation of the AVTM BRT scheme are captured within the TWAO and
related process.
18.8 The Promoters recognise that the use of compulsory purchase powers needs to be
fully justified given its impact on private interests. The Promoters will continue to
seek to acquire land by negotiation where practicable and rely on the use of
compulsory purchase powers as a last resort. Given the linear nature of the
scheme and the number of private interests and rights required for the construction
and operation of the scheme, the Promoters consider that a compulsory purchase
process is required in order to ensure timely delivery of the private land and rights
required to construct and operate the scheme.
Land requirements
18.9 The amount of land to be acquired or used for the AVTM scheme in the AVTM
corridor is defined in the TWAO as the ‘Limits of Deviation’ and the ‘Limits of
Land to be Acquired or Used’. These Limits are shown on the Deposited Plans
8347099.07 59

and Sections and the Open Space Plan deposited with the application for the
Order. They limits have been drawn to include:
(a)
(b)
land required temporarily, including land for work sites and working
areas; and
land required permanently for permanent structures and equipment or
where new rights will be required in order to maintain and operate the
works and to deliver mitigation measures.
Permanent
18.10 In the AVTM corridor, the AVTM BRT scheme requires the acquisition of 22.91
hectares of land either as Land to be Acquired or Used within the Limits of
Deviation (13.96 hectares) or as Additional Land to be Acquired or Used (8.95
hectares).
18.11 The interests to be acquired permanently are summarised in Table 8.
Table 8: Summary of compulsory purchase of land
Type of Land
Size m2 (ha)
Land used for agricultural purposes * 44,834.20 (4.48)
Land used as Park & Ride site 48,852.30 (4.89)
Land set out as roads, verges, footways and
structures
42.948.50 (4.29)
Land used as open space land 55,986.30 (5.60)
Land used for local interest groups 4,054.50 (0.41)
Land used for industrial purposes 4,104.90 (0.41)
Land used as heritage railway corridor 24,474.00 (2.45)
Land used for car parking 2,477.80 (0.25)
* this includes land being provided in exchange for open space land.
18.12 The AVTM BRT scheme provides for two potential routes across Ashton Fields.
It is intended that the final route to be chosen should depend on whether Bristol
City Football Club will build a new stadium on this land. If the stadium
development does not proceed, the scheme will proceed on the basis of Work 1B
which is the more direct route across Ashton Fields. If the stadium development
proceeds the scheme will proceed on the basis of Work 1A – a route around the
perimeter of the stadium development (which will require more permanent and
60 8347099.07

temporary land acquisition). (Table 8 above provides areas for the maximum
amount of land acquisition).
Land used for agricultural purposes
18.13 This land is required for the provision of land in exchange for the acquisition of
open space land. A small parcel of agricultural land between Longmoor Brook
and Colliter’s Brook is also required for the busway. The land is currently in
grass and is grazed by cattle from a nearby farm. The amount of agricultural land
to be acquired is not expected to affect seriously the ability to continue the current
agricultural operations.
Land used as Park & Ride site
18.14 This land has been included in the Order as Additional Land to be Acquired or
Used and is required to secure adequate car parking for the AVTM BRT scheme.
The land is currently used as the Long Ashton Park & Ride site. The Order will
enable the Promoters to ensure the continued use of the site for this purpose.
Commercial buildings
18.15 A total of three commercial properties will need to be demolished to
accommodate the busway alignment. They are:
• The Sidings, Ashton Vale Road;
• Shed behind Miranda Guinness Building, Wapping Wharf; and
• Jubilee House, Wapping Road.
Land used as roads, footways and structures
18.16 This land is required for the alignment of the busway or to provide permanent
access to the busway. The majority of this land is owned by Bristol City Council
and North Somerset Council. It also includes part of the access road to the Long
Ashton Park & Ride site, which is privately owned.
Land used as open space
18.17 This is land is required for the alignment of the busway, to provide mitigation
measures or for environmental protection measures. This includes land at Ashton
Fields and Bower Ashton. In addition it includes land at the former Alderman
Moore Allotments site, south of Colliter’s Brook. There is also a small area of
land locally known as the Butterfly Junction, to the north of Ashton Avenue
Bridge, which is subject to acquisition.
Land used as car parking
18.18 This land is required for the alignment of the busway and is situated at Wapping
Wharf, Wapping Road. Currently the land is used for car parking but it is subject
to an extant outline planning permission for the redevelopment of the site to
provide a mixed use scheme including residential, retail, office, community
workspace, hotel and leisure uses.
8347099.07 61

Land used by public interest groups
18.19 This land is required for the alignment of the busway. It is land to the rear of
premises occupied by the Ashton Vale Club for Young People and by Ashton
Social Club. It is currently used as a football pitch, car parking and landscaping.
Land used for industrial purposes
18.20 This land is required for the alignment of the busway including the provision of a
bridge over the Portbury freight line, adjacent to Winterstoke Road. Currently the
land is used for general industrial purposes and forms part of the Cala Industrial
Estate on Ashton Vale Road.
Land used as heritage railway corridor
18.21 This land is required for the alignment of the busway and for carriageway
widening works. The land comprises railway tracks, sidings and equipment used
by the BHR.
Temporary (includes safeguarding of buildings)
18.22 The Order would authorise the temporary use of 12.7 hectares of land to be used
temporarily for flood mitigation works, construction working areas and
compounds, temporary accesses and temporary pedestrian/cycle crossings. The
Order powers allow the Promoters to remove any buildings and vegetation on the
land and construct temporary works (including the provision of means of access)
and buildings on the land.
18.23 In addition, the Order provides for the Promoters to carry out safeguarding
works to buildings if, it is deemed necessary or expedient.
18.24 In conclusion, it will be submitted that there is a compelling case in the public
interest for the powers sought for the acquisition of or rights over or in respect
of land and that any interference with the rights of those affected would be
justified in the public interest and proportionate.
19 Objections and representations
19.1 The Promoters have had careful regard to all material considerations in
promoting, reviewing and refining the proposals, including those raised in
consultation and by way of representation or objection. As part of its case the
Promoters will respond to the objections individually or as appropriate. It will
be submitted that the matters raised do not individually or taken as a whole
justify the refusal or modification of the powers sought in and associated with
the Order.
62 8347099.07

20 Overall conclusions
20.1 The AVTM BRT scheme seeks to implement a principal feature of the transport
strategy of the WoE authorities.
20.2 The scheme accords with policy at all levels.
20.3 The benefits of the scheme greatly outweigh any disbenefits.
20.4 The way in which the scheme is to be implemented is compliant with Convention
rights.
20.5 The powers sought are necessary, reasonable, proportionate and justified.
20.6 In all the circumstances, the Order should be made to include the provisions
referred to above; and the planning permission, listed building consents,
conservation area consents and the exchange land certificate should be granted, as
sought and set out above.
8347099.07 63

Appendix 1: List of documents
Doc
Ref
Category A Documents – Transport and Works
Comment
Order and Related Applications
A1 Letter of Application
A2 Draft Order
A3
Explanatory Memorandum (explaining the purpose and
effect of each article and schedule in the draft Order)
A4 Concise statement of the aims of the proposals
A5 Consultation Report, May 2010
A6 Declaration as to status of applicant
A7
A8
Vale to Temple Meads and
List of all Consents, Permissions and Licences Required
Bristol City Centre Rapid
under other Enactments for the purposes of the powers
sought in the application
Details of the applicant's proposals for funding the cost
of implementing the Order
All included in the folder:
Rapid Transit - The Ashton
Transit Order - Draft Order
and Other Application
Documents
A9
Estimate of the cost of carrying out the works provided
for in the proposed Order
A10
Request for a direction under section 90 (2A) of the
Town and Country Planning Act 1990, including a
statement of proposed planning conditions
A11 Draft Code of Construction Practice
A12
A13
A14
A15
Environmental Statement, West of England Partnership,
Consists of 3 volumes
May 2010
Environmental Statement - Non-Technical Summary,
West of England Partnership, May 2010
Visual Identity Guidelines, Bristol City Council, March
2010
Order Plans - consisting of Works & Land Plans and
Large map roll
Sections and Rights of Way Plans
A16 Book of Reference
8347099.07 64

A17 Plans for Information
Section 19 Acquisition of Land Act 1981 - Letter of
A18
Application
with Open Space Plan
Rapid Transit - The Ashton Vale to Temple Meads and
Bristol City Centre Rapid Transit - Heritage, Design and
A19
Consists of 2 volumes
Access Statement, West of England Partnership
(Halcrow), November 2010
A20
Applications for Listed Building Consent:
• Vauxhall Bridge - Ref: 11/02492/LA
• Ashton Vale Swing Bridge - Ref: 11/02494/LA,
• Prince Street Bridge - Ref: 11/02491/LA
Applications for Conservation Area Consent:
List entry:
• http://list.englishheritage.org.uk/resultsingle
.aspx?uid=1202162
• http://list.englishheritage.org.uk/resultsingle
.aspx?uid=1380341
• http://list.englishheritage.org.uk/resultsingle
.aspx?uid=1209521
A21
• Green Metal Shed East of a Bond Warehouse -
Ref: 11/02495/LC
• Railings along the south side of Cumberland
Road - Ref: 11/02493/LC,
• Jubilee House - Ref: 11/02496/LC,
Doc
Ref
Category B Documents - Supporting documents to
the Ashton Vale to Temple Meads Scheme that may Comment
be referred to in evidence
B1
B2
B3
Rapid transit: Ashton Vale to Temple Meads and Bristol
City Centre - Programme Entry - Major Scheme
Consists of 4 volumes
Business Case, West of England Partnership, March
2009
Major Scheme Best and Final Funding Bids - Ashton
Vale to Bristol City Centre Rapid Transit, West of Consists of 3 volumes
England Partnership, 8 September 2011
Greater Bristol: Public Transport Corridor Options Final
Can be found in B1, Appendix
Report, West of England Partnership (Steer Davies
2B (i)
Gleave), January 2007
8347099.07 65

B4
B5
B6
B7
B8
B9
West of England Partnership: Bus Rapid Transit -
Can be found in B1, Appendix
Corridor Options Short List Report, West of England
2B (ii)
Partnership (Steer Davies Gleave), May 2007
Greater Bristol Bus Rapid transit (BRT) - Technology
Can be found in B1, Appendix
Review of Systems, West of England Partnership
2B (iii), Appendix B
(Halcrow), September 2007
West of England Bus Rapid Transit - Technology
Can be found in B1, Appendix
Review - Final Report, West of England Partnership
2B (iv)
(Steer Davies Gleave), September 2008
Ashton Vale Corridor Rapid Transit - Ultra Light Rail
Transit Review - Summary of Bristol City Council Can be found in B2, Appendix
Responses to Sustraco, Bristol City Council (Steer C
Davies Gleave), May 2011
West of England Major Schemes Business Case
Development - DfT Engagement - 2a - Modal Constant Can be found in B2,
Assumption, West of England Partnership (Atkins), Supplementary Document D
August 2011
Ashton Vale to Temple Meads Rapid Transit - Local
Can be found in B2,
Model Validation Report, West of England Partnership
Supplementary Document A
(Atkins), September 2011
Ashton Vale to Temple Meads Rapid Transit - Public
Can be found in B2,
B10 Transport Assignment Model Development Report,
Supplementary Document B
West of England Partnership (Atkins), September 2011
Ashton Vale to Temple Meads Rapid Transit - Demand
Can be found in B2,
B11 Model Development Report, West of England
Supplementary Document C
Partnership (Atkins), September 2011
Ashton Vale to Temple Meads Rapid Transit -
Can be found in B2,
B12 Forecasting Report, West of England Partnership
Supplementary Document H
(Atkins), September 2011
B13
B14
Ashton Vale to Temple Meads - Social and
Distributional Impacts - Full Appraisal, West of
England Partnership (Atkins), 31 October 2011
Ashton Vale to Temple Meads Rapid Transit -
Quantitative Risk Analysis, (Atkins) March 2009
Ashton Vale to Temple Meads via Bristol City Centre
Can be found in B1, Appendix
B15 Rapid Transit Scheme – Identification of the Lower
2B (v)
Cost Alternative, Atkins, 20 February 2009
66 8347099.07

Design Freeze A: Value Engineering Options - Ashton
Vale to Temple Meads and City Centre BRT, Bristol Can be found in B2, Appendix
B16
City Council and North Somerset Council (Halcrow), B
12 April 2011
B17
B18
B19
B20
B21
Affordable Mass Transit Guidance, Commission for
Integrated Transport
Great Bristol Bus Network Map, South Gloucester
Council, 2010
Ashton Gateway Project - Flood Risk Assessment,
Ashton Gate Ashton Vale Project and Vence LLP, June
2009
Strategic Flood Risk Assessment - Level 1 SFRA -
Final Report, Bristol City Council (Halcrow), March
2009
Strategic Flood Risk Assessment - Level 2 SFRA -
Main Report - Final, Bristol City Council (Halcrow),
November 2009
Ashton Vale to Temple Meads (AVTM) Public
Enquiry Documents - City Centre Loop - Design and
Construction, Bristol Engineer Consultancy:
B22
Consists of 2 volumes
Engineering Design Criteria and Design Decisions,
Construction Methodology, Waste Management Plan
and Drawings
B23
B24
Ashton Vale to Temple Meads Rapid Transit - Design
Standards Report, West of England Partnership
(Halcrow), 20 January 2012
Ashton Vale to Temple Meads Rapid Transit -
Construction Methodology - Document 1 Version Draft,
West of England Partnership (Halcrow), 24 January
2012
Doc
Ref
Category C Documents – Strategy and Context Comment
C1
C2
The Future of Transport - a network for 2030,
Department for Transport, July 2004
Delivering a Sustainable Transport System: Main
Report, Department for Transport, November 2008
8347099.07 67

C3
C4
C5
C6
C7
C8
C9
Towards a Sustainable Transport System - Supporting
Economic Growth in a Low Carbon World, Department
for Transport, October 2007
Greater Bristol Strategic Transport Study - Final Report,
West of England Partnership (Atkins), June 2006
Final Joint Local Transport Plan 2006/07 - 2010/11,
West of England Partnership, March 2006
Joint Local Transport Plan 2006/07 - 2010/11 - Five
Year Progress Review, West of England Partnership,
November 2011
Joint Local Transport Plan 3 2011 - 2026, West of
England Partnership, March 2011
Bristol Development Framework Core Strategy, Bristol
City Council, Adopted June 2011
North Somerset Council Local Development
Framework - Core Strategy - Publication Version,
North Somerset Council, January 2011
C10
C11
C12
C13
C14
C15
C16
Improving our Communities Together - North Somerset
Sustainable Community Strategy 2008 - 2026, North
Somerset Partnership
North Somerset Replacement Local Plan - Written
Statement, North Somerset Council, Adopted March
2007
The Bristol 20:20 Plan - Bristol's Sustainable City
Strategy, The Bristol Partnership
Congestion Delivery Plan, West of England Partnership,
2009 (update)
Table CGN0201 a & b, Congestion & Reliability
Statistics, Department for Transport, November 2011
Bristol City Tidal Risk Strategy - Final Report,
Environment Agency South West Region (Halcrow),
January 2004
Bristol Frome Flood Management Study - Strategic
review Report (including Environmental Overview) -
Issue 2 Final, Environment Agency South West Region
(Atkins), 28 June 2005
68 8347099.07

C17
Extracts of Agreement under s106 of the Town and
Country Planning Act 1990 between the City Council of
Bristol and Ashton Vale Project LLP and Vence LLP
relating to land at Ashton Vale Bristol, 5 April 2011
Funding decisions on local authority major transport Web site:
C18 schemes, Written Statement, Rt Hon Justine Greening http://www.dft.gov.uk/news/st
MP, 14 December 2011
atements/greening-20111214/
Web site:
Written ministerial statement by Minister of State for
http://www.communities.gov.u
C19 Decentralisation, Mr. Greg Clark, on planning for
k/statements/corporate/plannin
growth, 23 March 2011
gforgrowth
Doc
Ref
Category D Documents – Legislation and Guidance Comment
D1
D2
D3
D4
D5
D6
D7
D8
Transport and Works Act 1992 - Section 1 (Orders as to
railways, tramways etc.), Section 3 (Orders as to inland
waterways etc.), Schedule 2 (Model Clauses for
Tramways)
The Transport and Works (Inquiries Procedure) Rules
2004
The Transport and Works (Applications and Objections
Procedure) (England and Wales) Rules 2006
Transport and Works (Listed Buildings, Conservation
Areas and Ancient Monuments Procedure) Regulations
1992
Town and Country Planning Act 1990 - Section 90
(Development with government authorisation)
Acquisition of Land Act 1981 - Section 19 (Commons,
Open Spaces etc.), Section 20 (Acquisition of rights
over land by the creation of new rights), Schedule 3 (
Acquisition of rights over land by the creation of new
rights)
ODPM Circular 06/2004 - Compulsory Purchase and
the Crichel Down Rules, 31 October 2004
Planning Policy Statement 25: Development and Flood
Risk, Department for Communities and Local
Government, March 2010 (Revised)
8347099.07 69

D9
EA supplied (2010) flood level data for River Avon and
Flood Zone Maps
D10
D11
D12
D13
Web site:
http://www.communities.gov.u
Planning Policy Statement 1: Delivering Sustainable
k/documents/planningandbuild
Development
ing/pdf/planningpolicystateme
nt1.pdf
Web site:
http://www.communities.gov.u
Planning Policy Statement 4: Planning for Sustainable
k/documents/planningandbuild
Economic Growth
ing/pdf/planningpolicystateme
nt4.pdf
Web site:
Planning Policy Statement 5: Planning for the Historic http://www.communities.gov.u
Environment
k/documents/planningandbuild
ing/pdf/1514132.pdf
Web site:
http://www.communities.gov.u
Planning Policy Statement 25: Development and Flood
k/documents/planningandbuild
Risk
ing/pdf/planningpolicystateme
nt25.pdf
D14 Planning Policy Guidance 13: Transport
D15 WebTAG guidance, Department for Transport
D16 West of England.org
Web site:
http://www.communities.gov.u
k/documents/planningandbuild
ing/pdf/1758358.pdf
Web site:
http://www.dft.gov.uk/webtag/
index.php
Web site:
http://westofengland.org/transp
ort
London to South West and South Wales Multi-Modal
Web site:
D17 Study (SWARMMS), Government Office for the South
http://www.swarmms.org.uk/
West (Halcrow), May 2002
70 8347099.07

Appendix 2: Where Promoters’ documents may be inspected
In accordance with Rule 7(2)(b) of the Transport and Works (Inquiries Procedure) Rules
2004, a copy of every document or the relevant part of any document which the Promoters
intend to refer to or put in evidence may be inspected free of charge at the following locations
at the following times:
From 27 January 2012
Location Address Usual Opening Times
Bristol Central
Library
College Green,
Bristol, BS1 5TL
Monday 9.30am to 7.30pm
Tuesday 9.30am to 7.30pm
Wednesday 10am to 5pm
Thursday 9.30am to 7.30pm
Friday
9.30am to 5pm
Saturday 9.30am to 5pm
Sunday
1pm to 5pm
Closed on public holidays
From 30 January 2012
Location Address Usual Opening Times
Bedminster Library 4 St Peter’s Court, Monday 9.30am to 5pm
Bedminster Parade, Tuesday 9.30am to 7.30pm
Bristol, BS3 4AQ Wednesday 9.30am to 5pm
Thursday 9.30am to 7.30pm
Friday
1pm to 4pm
Saturday 1pm to 4pm
Sunday
1pm to 4pm
Closed on public holidays
Clevedon Library 37 Old Church Monday 9.30am to 5.00pm
Road, Clevedon, Tuesday 9.30am to 7pm
BS21 6NN Thursday* 9.30am to 5.00pm
Friday
9.30am to 7pm
Saturday 9.30am to 1.00pm
2.00pm to 5.00pm
*On the first Thursday of each month the
library will open at 10am after staff training.
Weston-super-Mare
Library
The Boulevard
Weston-super-Mare
BS23 1PL
Closed on public holidays
Monday 9.30am to 7.30pm
Tuesday 9.30am to 5.30pm
Wednesday* 9.30am to 5.30pm
Thursday 9.30am to 7.30pm
Friday
9.30am to 5.30pm
8347099.07 71

Saturday 9.30am to 4.00pm
*On the first Wednesday of each month the
library will open at 11am after staff training.
Closed on public holidays
From 31 January 2012
Location Address Usual Opening Times
B Bond
B Bond Warehouse, Tuesday 9.30am to 4.30pm
Smeaton Road, Wednesday 9.30am to 4.30pm
Bristol, BS1 6XN Thursday* 9.30am to 4.30pm
Friday
9.30am to 4.30pm
Saturday** 10am to 4pm
*First two Thursdays of month: 9.30am to
7pm
**First two Saturdays of month
Closed on public holidays
Note: B Bond will be closed until Monday
31 January 2012
Long Ashton Library
Nailsea Library
Lovelinch Gardens,
Long Ashton, BS41
9AH
Somerset Square,
Nailsea, BS48 1RQ
Tuesday 9.30am to 12.30pm
1.30pm to 5.00pm
Thursday 9.30am to 12.30pm
1.30pm to 7.00pm
Friday
9.30am to 12.30pm
Saturday 9.30am to 12.30pm
1.30pm to 4.00pm
Closed on public holidays
Tuesday 9.30am to 7.00pm
Wednesday* 9.30am to 5.00pm
Thursday 9.30am to 5.00pm
Friday
9.30am to 7.00pm
Saturday 9.30am to 1.00pm
2.00pm to 4.00pm
*On the second Wednesday of each month the
library will open at 10am after staff training.
Closed on public holidays
72 8347099.07

Appendix 3: Where other parties’ statements of case and documents may be inspected
and copied
In accordance with Rule 7(9) of the Transport and Works (Inquiries Procedure) Rules 2004, a
copy of every Statement of Case served by every other parties and of every document served
with them (once received and copied by the Promoters) may be inspected free of charge and,
where practicable and subject to the payment of a reasonable charge, copied, at the following
location at the following times:
Location Address Usual Opening Times
Bristol City Council
Brunel House
St George's Road
Bristol
BS1 5UY
Monday to Friday
10am to 3pm
8347099.07 73