Summary
This Summer should see public consultation on plans for a rapid transit system between Bristol's city centre and an 'urban extension' planned for the south west of the city.
Not wanting to rush into judgement about this latest scheme, Bristol South Greens have put together this short briefing to help us form the best policy position.
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Bus Rapid Transit - the Ashton Vale route
Bus Rapid Transit into Bristol from the south west of the city. That's the new priority for the West of England Partnership, now that their first choice route, down the Bristol-Bath Railway path, has - for now - been kicked into touch by a massive popular campaign [note 1], and a key political initiative [note 2] by Green councillor Charlie Bolton.
The Partnership hopes to bid this autumn for most of the cost from a round of government grants - the Transport Innovation Fund - as part of its overall transport strategy. They'll need to show
- that the scheme would bring about a significant 'modal shift' in transport, as people choose to switch from car to rapid transit.
- That they've checked out all the alternatives, and this is the best
It appears that the bid will include the route around the city centre and Temple Meads, but won't extend beyond the Park & Ride at Long Ashton.
1. The System
What is it?
The Long Ashton route is just one leg in the network of rapid transit routes proposed in the Greater Bristol Strategic Transport Study and the Joint Local Transport Plan, and adopted by the West of England Councils. This one's intended to provide a fast off-road public transport link into the city centre from an expanded Park & Ride at Long Ashton and - eventually - from the extensive new 'urban extension' [note 4]planned beyond Ashton Vale to the south west of the city.
What kind of rapid transit?
Buses... but not quite as we know them. See, for instance, promotional material by First Group. (pdf format) and details of the Cambridge guided busway, under construction.
For most of the route, these vehicles would run on a fixed 'guided' surface dedicated for rapid transit use. It would be shared only with some of the more familiar bus routes coming into the city from the south west, diverted off the public highway onto the BRT alignment. There would be few stops en route (see map above)
What problems does the route present?
![[route beneath Brunel Way]](../images/0804parkandride.jpg) Between Winterstoke Road and Princes Street bridge, the route follows old railway alignments - including the trackbed of the present harbourside steam railway. Further south, it's an entirely new - and as yet undefined - 'green field' alignment.
Once across the floating harbour, the vehicles would share road space with 'normal' traffic, in a route that would serve the Centre, Broadmead/Cabot Circus, and Temple Meads
The consultants have identified 'pinch points' where two-lane working would present problems:
- Prince Street bridge
- Cumberland Road underpass
- Cumberland Road
- Vauxhall bridge
- around the Portishead rail line
- Ashton Avenue bridge
and suggest engineering solutions. They don't explore the route beyond the Park & Ride site
There are suggestions that the crossing of the Portishead line will create particular operational problems on the existing freight line, and may prejudice the chances of restoring a passenger service.
How would cycle and walking routes be affected?
We don't know. We have assurances [note 5] that "the rapid transit options being considered neither affect the width nor fundamentally alter the character of the Chocolate Path" and that "it is proposed that there will be many improvements to the walking and cycling route, particularly in relation to Sustrans Connect 2 scheme". Of course the new urban extension will be both a threat and an opportunity for walking and cycling.
Guided sections of the route would be a physical obstacle to other traffic wanting to cross.
How would road traffic entering Bristol be affected?
Removing some bus routes from the highway should marginally reduce traffic congestion around Cumberland Basin; but if it meant removing the bus lanes, car journeys into town might look much more attractive and traffic could actually increase.
Does it have to be a guided bus?
No, but it looks like the front runner for this and subsequent routes. The principal competitor is Ultra Light Rail - a self contained modern tram system using standard gauge track, either flush with the highway or on conventional railway lines (in particular, to Portishead). The major presented problem with ULR is the alleged expense of laying track in city centre roads, though supporters claim ULR can be installed with far less disruption than an externally powered system.
It seems unlikely that the bid will be held back so that a more intensive study can be made of the alternatives [note 5]
2. The catchment
Who would the buses serve?
Principally, users of the Long Ashton Park & Ride and those residents of the planned Ashton Vale urban extension who want to get into the city centre. Some residents in Ashton Vale and on Spike Island would be within easy reach too, though it's hard to imagine they'd add significantly to use of the service.
The P&R users
Replacing the present 903 Park and Ride buses (5 an hour, with a 15 minute journey time) with up to 12 BRT journeys an hour (peak), the scheme should increase usage of the P&R by motorists coming in to central Bristol from Somerset - subject to the pricing and other factors being sufficiently attractive.
The new residents
The demand from residents of the urban extension will depend on many factors, including:
- levels of car availability
- The need/desire to travel into the city
- fares and quality of the journey
- proximity to BRT stops
- flexibility of ticketing and options for onward travel
Is it realistic to ask new residents to manage without their own car?
What with peak oil and climate change, it looks inevitable - and a development like this seems the ideal place to start. Car use isn't ruled out altogether, of course - hire/loan schemes can provide for those trips where cars and vans are essential. Measures that would help:
- Provide BRT and local amenity before people move in and get the car habit
- Demonstrate that a 'low car' settlement is a good place to live
- Design and market the urban extension as a car-free settlement with all the benefits that brings
[This last ambition is unlikely to be realized [note 5] - in the name of 'choice' for the new residents. The choice of a car-free environment is not on the agenda.]
So where IS the new development?
It's a done deal that there'll be 10,500 new homes built in the area - Green Belt is expendable! That's another Portishead, probably squeezed between Bristol's southwest urban edge and the A370. The government want it, the South West regional authorities want it, and the Inspectors at the 2007 EiP into the regional plan have no problem with it.
![[urban extension map]](../images/urban_extension_sw.jpg) |
| This shows the general area of search. North Somerset have web pages [note 4]covering the latest thinking - see especially their draft key diagram map (pdf format) |
Exactly where the new homes go is anybody's guess. For some time, the various landowners and developers have been bidding to have their particular interests promoted as sites for new build. The plans should eventually be distilled in the N. Somerset 'Core Strategy Preferred Options' document, to be consulted on later in 2008. Probably not in time to influence the West of England's funding bid for Rapid Transit, which would include many 'unknowns'.
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"Some day this will all be.... "
The Green Party's 'wet wing' surveys the target area |
North Somerset describe this as a "Sustainable Urban Extension". In transport terms, though, there is little to suggest much active discouragement of car ownership, the biggest incentive to car use - and there's no clear commitment to a core role for BRT. There is already a commitment to building two new link roads between the A370 and the A38, one being the first phase of the South Bristol Ring Road between Highridge and the Park&Ride.
3. Tentative Conclusions
- As a substitute for the present Park and Ride service, this project has little to justify it. It could actually encourage car use in Somerset by offering improved peak hour commuter access to the city.
- For residents moving into the urban extension, there must be very clear incentives to live without the benefit/burden of a car. (With the coming of 'Peak Oil', that should be a development imperative anyway). If it's just another car-based suburb, the required 'modal shift' just won't happen.
- There should be a very clear explanation of any preference for a bus based system over Ultra Light Rail; there appears to have no serious attempt to evaluate the different systems and it's vital to get it right, not get rushed into an over-hasty decision by a bid deadline
- Future legs of a Rapid Transit network should each be judged on their merits - each one offers quite different local difficulties and advantages.
Notes and Links
- Save the Railway Path campaign: www.railwaypath.org/
- Charlie brought the issue to full council on April 1st, but despite strong LibDem support, his motion to save the railway path was defeated by a Labour-Tory alliance. Subsequently, Labour executive member Mark Bradshaw agreed to put the scheme on the back burner, prioritising the Ashton Vale route instead - and in May he finally agreed that the railway path was NOT suitable for rapid transit buses,.
- Corridor Options Short List Report, prepared for the West of England Partnership by Steer Davies Gleave, May 2007. Only became public following a Freedom of Information request.
- The biggest of three 'urban extensions' into Bristol's Green Belt required in the South-West's Regional Spatial Strategy to meet government housing and development targets.
See www.n-somerset.gov.uk/Environment/Planning+policy/
Local+Development+Framework/SouthWestBristol.htm for current plan development, and especially www.n-somerset.gov.uk/NR/rdonlyres/878D8DE6-AE45-41E7-A609-C63054D89034/0/
publication_20080519_SWBristolPlanningTogether.pdf for the evolving map.
- Cabinet Meeting, May 29th 2008: Executive Replies to questions from Peter Goodwin about the route, the timetable, and any 'car-free' ambitions for the urban extension. Annexed to this page at http://www.bristolgreenparty.org.uk/south/0806AshtonValeBRT_QandA.htm
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