Joint Delivery Report

Joint Delivery ReportJuly 2006

Joint Delivery ReportJuly 2006

If you would like this information in a different format,for example Braille, audiotape, large print or computerdisc, or community languages, please contact:Joint Local Transport Plan TeamWilder HouseWilder StreetBristolBS2 8PHtel: 0117 922 4921email: [email protected]

All maps are reproduced from Ordnance Survey material with thepermission of Ordnance Survey on behalf of the Controller of HerMajesty’s Stationery Office Crown copyright. Unauthorised reproductioninfringes Crown copyright and may lead to prosecution or civilproceedings. Bristol City Council Licence No. 100023406 2006.

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Contents Page

1. Introduction 1Setting the Scene 1

Joint Arrangements 3

The First Round of Local Transport Plans 3

Delivery of the First Local Transport Plans 4

Joint Delivery Report 5

2. Impact of the First Local Transport Plans 7Overview 7

What Difference Has the First LTP Made? 7

What Are the key Achievements of the First LTP? 8

Have the Key Aims and Objectives of the LTP Been Achieved? 11

Changes to Key Aims and Objectives Since the First LTP 21

What Has Worked Well and What Can Be Improved? 23

What Foundations For the Longer Term Have Been Put in Place? 26

3. Contribution to Wider Objectives 29Housing and Economic Development 29

Community Strategies, Corporate Plans 30and Partnership Working

Chosen Themes 30

City and Town Centre Vitality and Viability 30

• Background 30

• Changing the Face of Bristol 30

• Conserving Bath as a World Heritage Site 32

• Regenerating The Resort of Weston-super-Mare 34

• Strengthening Other Town Centres 34

• Supporting Our District Centres 35

Social Inclusion 36

• Background 36

• Getting Around by Bus 36

• Making Buses More Accessible 37

• Better Information 38

• Expanding The Role of Community Transport 38

• Other Ways We Have Aided Social Inclusion 39

Joint Delivery Report

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4. Progress towards Targets 41Overall progress on Core Targets 41

Intergrated Transport 42

• Bus Patronage and Satisfaction 42

• Remedial Action for Buses 43

• Road Casualties 43

• Road Safety Remedial Action 44

• Child Road Casualties 45

• Cycling 45

• Remedial Action for Cycling 46

• Rural Accessibility 46

Highway Maintenance 47

• Background 47

• Condition of Principal Roads 47

• Condition of Non-Principal Roads 48

• Condition of Unclassified Roads 49

• Footways 49

• Bridges and Structures 49

• Capital Spending 51

• Revenue Spending 51

Progress on Local Targets 51

Summary 51

5. Delivery of LTP Strategies 53Introduction 53

Table 5.1 - Public Transport 54

Table 5.2 - Road Safety 66

Table 5.3 - Sustainable Transport 71

Table 5.4 - Cycling 79

Table 5.5 - Travel Plans 83

6. Conclusion 89Table 6.1 - Our Archievements 89

Proforma A Tables 93

Glossary of Terms 103

Finance Forms are available separately on request

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BRISTOL

Bath

Yate

Kingswood

Keynsham

Saltford

Thornbury

Winterbourne/FramptonCotterell

ChippingSodbury

NorthFringe

CribbsCauseway

Avonmouth/Severnside

Weston super Mare

Portishead

Clevedon

Nailsea

Yatton Backwell

South Bristol

NortonRadstock

SOUTHGLOUCESTERSHIRE

BATH AND NORTHEAST SOMERSET

NORTH SOMERSET

SOMERSET

WILTSHIRE

GLOUCESTERSHIRE

Severn

Estuary

BristolInternationalAirport

Motorway and Interchange

Main road

Railway line and station

Local Authority boundary

Green Belt

N0 5km

© Crown Copyright. All rights reserved. Bristol City Council. Licence No. 100023406 2006

1. Introduction

Setting the Scene1.1 Welcome to our Joint Delivery Report. We

are the Councils of Bath and North EastSomerset, Bristol City, North Somersetand South Gloucestershire (go to Figure1.1 and Box 1A) and we have cometogether to report on how much we haveachieved during our first Local TransportPlans over the years 2001 to 2006.

1.2 Our achievements are across the board.An extra 1.2 million people now travel bybus, cycling has gone up 26% and ourtarget to reduce the number of childrenkilled and seriously injured on our roads isbeing met. On schemes, to name just afew, we have delivered the A38 showcasebus corridor, A4 Portway park and ride,

74km of cycle lanes and tracks, 84 20mphzones, 7 Home Zones, 3 High OccupancyVehicle Lanes and innovative publictransport schemes such as the ChewValley Explorer.

1.3 We are continuing this success into theJoint Local Transport Plan (JLTP) 2006 to2011. In recognition of this newpartnership and our close working inimplementing schemes over the last fiveyears we are reviewing our progresstogether through this Joint DeliveryReport. For the purposes of this JointDelivery Report we refer to our area asGreater Bristol. Equally, for simplicity, thefour Councils will be referred to as ‘we’and our first Local Transport Plans referredto as ‘the LTP’.

Figure 1.1 - The Greater Bristol Local Transport Plan Area

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1.4 Work on the Shared PrioritiesDevelopment Plan with the DfT in 2004showed that more than £300m is requiredto address the under investment intransport that has occurred over the last20 years and lay the foundation for futuregrowth.

1.5 We have faced major challenges over thelife of the LTP. Our area suffers problemswith severe traffic congestion and, insome parts of Bristol and Bath, poor airquality. Problems have been made worseby large scale housing growth andeconomic development, particularly in thenorthern and eastern fringes of the Bristolbuilt up area, that have not beenaccompanied by sufficient investment intransport infrastructure.

1.6 Traffic levels have grown at up to threetimes the national average and place hugepressures on existing infrastructure andservices. Average peak hour traffic speedsin Bristol are down to 16 mph making itone of the most congested cities outsideLondon. 23% of travelling time is spentstationary in traffic queues.

1.7 In Weston-super-Mare growth in housing,a decline in local jobs and access to theM5 has led to high levels of commuting bycar across the Greater Bristol area.

Weston-super-Mare also suffers severecongestion during weekends and seasonalperiods due to high levels of car-bornetourists accessing the town via the M5.

1.8 Clevedon, Nailsea, Portishead, Thornbury,Keynsham, Norton-Radstock and Yatehave also attracted considerableresidential expansion. This has not beenmatched by employment growth withsignificant proportions of the risingpopulations of these towns nowcommuting to jobs in the Bristol area.

1.9 Whilst far less new development hastaken place in the wider rural areas, therehave been significant changes to theireconomic role. This has resulted in muchgreater dependence on the towns andcities. Access to jobs and services hasbecome increasingly difficult with thedispersed nature of jobs, loss of localservices and general lack of publictransport. Some villages suffer fromsignificant through traffic.

1.10 Despite regeneration initiatives, thereremain substantial problems ofdeprivation. There are 35 areas in Bristoland 6 in Weston-super-Mare that areamongst the 10% most deprivedcommunities in England (Index ofMultiple Deprivation, 2004). There are also

Box 1A

The Greater Bristol Local Transport Plan Area

Our area has around 1 million residents and provides around 500,000 jobs. Most people live in thethree principal urban areas and seven towns but 16% live in villages and the wider countryside.The area provides services for a wide hinterland stretching into the neighbouring counties ofGloucestershire, Monmouthshire, Somerset and Wiltshire and is the main focus for shopping,cultural activities and education in the South West.

The area is vital to the economy of the South West and the United Kingdom with BristolInternational Airport and the Port of Bristol acting as gateways for the region. The Greater Bristolarea also contributes to the national economy in a more direct way. Bristol is one of 8 Core Cities,comprising the main urban centres outside London and is the major city in the South West. TheGreater Bristol area’s economy makes up 26% of regional Gross Value Added (GVA).

Bath is a significant sub-regional centre and is designated as a World Heritage Site, reflecting itsinternational importance for its architecture, town planning, landscape, archaeological remainsand social history. The traditional seaside resort of Weston-super-Mare has expanded to becomethe area’s third urban centre.

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other pockets of deprivation in other partsof our urban and rural areas. Roadaccident levels in all these deprived areasare high, particularly involving children.

Joint Arrangements1.11 In 2000 we produced our own Local

Transport Plans for the period 2001 to2006. Since then we have joined forces tosubmit to the Government in March 2006a Joint Local Transport Plan (JLTP) for theperiod 2006 to 2011. We believe jointworking brings with it many benefits forthose living and working in the area:

• Problems and issues are not confinedto local authority boundaries.

• Opportunity for a strategic approachto plan solutions that suit the complexnature of trips across our area.

• Seek to build on existing joint workingand achieve improved value for moneyin procurement and delivery.

• Through joint working we have astronger voice when seeking funding.

• Harnesses local knowledge and theopportunity to roll out Best Practice.

1.12 In this same spirit of co-operation we havecome together to prepare this JointDelivery Report which looks back over thefirst round of the LTP and highlightsachievements throughout the GreaterBristol area.

The First Round of Local Transport Plans

1.13 The submission of the first round of theLTP was the culmination of several years’work, building on the Provisional plansproduced in 1999. The overall policyframework was set by national policy,Regional Planning Guidance (RPG10) andthe Joint Replacement Structure Planadopted in 2002. Each Council strove toidentify problems and opportunities,


LTP2001 - 2006

LTP2001 - 2006

LTP2001 - 2006

LTP2001 - 2006

Local PolicyRegional PolicyNational PolicyConsultation

Close working to implement LTP 2001 - 2006 objectives leadsto a partnership to produce the Joint Local Transport Plan

and a Joint Delivery Report for LTP 2001 - 2006

Greater BristolJoint Local Transport Plan

for 2006 - 2011

LTP 2001 - 2006Joint Delivery Report

AnnualProgressReports




Figure 1.2 - How the Local Transport Plan evolved

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agree visions and objectives and comeforward with well rounded, integratedtransport strategies and implementationprogrammes. Wide public participationwas key and we all recognised thattransport policy was not an end in itselfbut closely related to, and influenced by, arange of other initiatives. The wholeprocess we went through from the LTP tothe JLTP is shown in Figure 1.2.

1.14 We defined our visions and objectives toreflect local needs whilst taking forwardthe transport aims of the JointReplacement Structure Plan (go toBox 1B). Our plans shared the followingstrategic objectives:

• Enhance the quality of life forresidents and those working in orvisiting the Greater Bristol area,including improvements in health, airquality and the built and naturalenvironment.

• Integrate the LTP with other areas ofpolicy; work towards an integratedand efficient transport system.

• Support a vibrant economy andregeneration; enhance the viabilityand vitality of city and town centres.

• Reduce traffic growth and reduce thenegative impacts of traffic;

• Promote access to everyday facilitiesfor all; recognise cultural diversity,serve local communities.

• Encourage people to change the waythey travel; improve travel choice andpromote attractive alternatives to thecar.

• Reduce road casualties for all roadusers and improve personal safety andsecurity.

Delivery of the First Local Transport Plans

1.15 During the last five years we have carriedout programmes of schemes andmeasures to deliver our strategic and localobjectives and address identifiedproblems and issues. These have includednot only a range of infrastructureimprovements but also ‘smart’ measuresthat seek to encourage behaviouralchange, such as awareness raisingthrough promotional literature andevents, and working with employers topromote sustainable transport for theiremployees. We have encounteredobstacles on the way but also graspednew opportunities (go to Box 1C). Valuefor money has been a key priority alongwith a recognition that transport is closelyintegrated with wider policies andprogrammes (go to Chapter 3).

1.16 Capital allocations from LTP funding havebeen crucial to delivering ourprogrammes, both integrated transportand maintenance. We have investedsubstantial amounts of both capital andrevenue funding from our own resources.We have also attracted significant fundingfrom Government agencies, developersand others.

Box 1B

Joint Replacement Structure Plan Transport Objective

“To establish a transportation pattern whichenables convenience of access, and safe andefficient movement where necessary,particularly through seeking to minimise theneed to travel by car; encouraging publictransport, cycling and walking; and reducingroad traffic”.

(Policy E of Joint Replacement Structure Planadopted 2002)

First round of Local Transport Plans

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Joint Delivery Report1.17 This Joint Delivery Report charts the

progress we have made in the five years2001 to 2006 through our LTP. It aims toinform not only the Department forTransport (DfT) but also local stakeholdersof our achievements during that time. Butwe are not complacent. There are thingsthat we could have done better and

through our joint working on the JLTP weaim to learn from our experiences.

1.18 The remainder of the report contains:

• Chapter 2 analyses the overall impacton the Greater Bristol area of the firstLTP, key achievements and lessons forthe JLTP.

• Chapter 3 looks at how the LTP hascontributed to wider objectives.

• Chapter 4 charts progress on coretargets and highway maintenanceduring the five years 2001-2006.

• Chapter 5 demonstrates how we havedelivered our strategies for publictransport, road safety, sustainabletransport, travel plans and cycling.

• Chapter 6 provides the summary ofthe story so far.


Box 1C

Delivery and Continuous Improvement

Prior to the start of the Joint LTP process thefour Councils were already engaged on workto improve their Local Transport Plans. BristolCity Council’s Integrated Transport Best ValueReview is one example. Through acomprehensive round of conferences andworkshops with interested bodies andorganisations, ways to enhance schemedelivery were identified.

South Gloucestershire Council undertook aFundamental Service Review on Congestion.Extensive research over an 18 month periodproduced a ‘Framework for Dealing withTackling Congestion’. In effect this is a toolkit,a set of measures to choose from, dependingon the congestion problem.

North Somerset Council’s LTP performance hasimproved greatly following an AuditCommission inspection rating as “Fair” with“Promising prospects for improvement.” Sincethen the Council has since developed andimplemented an improvement planidentifying opportunities to enhanceengagement with stakeholders, consider moreeffective procurement approaches anddevelop a more effective road safety plan.

This drive for continued improvements isbased on a proven track record in projectmanagement and delivery. We havecoordinated complex multi-million poundEuropean Commission supported projects thatare subject to rigorous scrutiny in project andfinancial management. Progress made bySouth Gloucestershire has been recognisedthrough its award as Centre of Excellence forscheme delivery.

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2. Impact of the First LocalTransport Plans

Overview2.1 This chapter sets out the LTP

achievements and impacts. It looks at thedifference implementing the LTP hasmade against the plan’s original aims andobjectives. What worked well and indeedless well are highlighted, as are thefoundations we have put in place for theJoint Local Transport Plan.

What Difference Has the First LTP Made?

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

2.3 Whether it is delivering 12% growth inbus patronage on the A38 showcasecorridor or the very popular A4 Portwaypark and ride or the 10% cut in traffic inthe central area of Bristol or the 40%increase in people cycling or our HighOccupancy Vehicle lanes making journeys21% quicker for car sharers and taking1,000 cars a day off the A4174, the LTP hasprovided the focus and the foundation forturning our aspirations into reality.

2.4 We have met our objectives (go to Table2.2) and tackled the problems ofcongestion, traffic growth at up to threetimes national levels, massive growth inhousing and rural accessibility outlined inChapter 1.

2.5 More local impacts have been keenly feltby residents. Dedicated School Travel Planofficers developing School Travel Planshave led to reductions in traffic at peaktimes, reducing congestion and easingparking problems. Then there are theadditional benefits of making thesurrounding roads safer for childrenwalking or cycling to school.

2.6 Community transport has beenrevolutionised with a fast developingnetwork of services and record numbersof passengers carried. Without theseservices many residents would not be ableto make the journeys they do. Shopping

trips, health trips or simply trips to seefriends are now much easier, especiallyfor the elderly and less mobile.

2.7 Accident levels, particularly for childrenkilled and seriously injured, have fallen totheir lowest levels since 1996. The roadstoo have improved. More funding formaintenance has cut the backlog for partsof the network.

2.8 We have established a set of transportuser priorities. This helps us to targetinvestment, reallocate road space andensure good design in new developmentsfor our priority modes of transport.Pedestrians, cyclists, public transport anddisabled people come at the top of our listwith the single occupant private car usertowards the bottom.

2.9 The LTP has provided the impetus to workalongside other areas of policy, planningand implementation. This has enabledthe delivery of large-scale projects thatimpact not only on transport but on areassuch as improving the town centreenvironment and stimulating economicregeneration. Pooling resources has meantsubstantial projects can be implementedto a greater combined impact than justtransport schemes alone. Schemes suchas the new bus and coach station, £500mregeneration of the Broadmead shoppingcentre and redevelopment of Harboursideand Queen Square in Bristol, Big LampCorner in Weston-super-Mare, KingswoodTown Centre and Walcot Street in Bathhave all delivered greatly enhanced localenvironments and stimulated localbusiness.


Bradley Stoke secondary school cycle racks

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2.10 Co-ordination and working closely withthe bus industry has led to improvedservice provision, investment in staff, newlow emission, and easy access buses.Costing £13.5m, 116 new buses are on thestreets in Bath greatly improvingreliability and service frequencies andraising bus patronage.

2.11 Without the LTP traffic levels would havegrown unchecked. Cycle use would havestayed static at best. Bus passengerswould not have grown by over a million.Accidents would have still fallen due toour long track record in road safety but ata slower rate. The road maintenancebacklog would have taken longer totackle. People are healthier. Thepercentage of residents taking exercise,walking/cycling, five times a week hasincreased by 30% over the LTP (BristolQuality of Life Survey, 2005). In short theLTP has made a difference.

What are the Key Achievements of The First LTP?

2.12 The achievements of the LTP can besummarised as:

• Innovation

• Integration

• Investment

• Delivery

• Meeting Targets

Innovation2.13 Whilst our LTP had a strong focus on tried

and tested, value for money schemes wehave had to be equally innovative in our

approach in tackling our congestion,traffic growth and accessibility problems.Innovation has been encouragedthroughout the LTP, introducing a FreightConsolidation Centre, hospital servingpark and ride, High Occupancy VehicleLanes, www.2carshare.com, ferries, taxisharing, the first purpose built CycleResource Centre in the UK, electric poolcars for staff, Clear Zone trailblazer andthe now nationally adopted ‘Walk onWednesdays’ school travel initiative. Wehave tackled problems and issues ratherthan simply focusing on trying toimplement schemes.

2.14 Our LTP presided over the shift from‘output’ to ‘outcome’ targets. We met thischallenge developing and refining ourapproaches and targets. In 2003 forexample South Gloucestershire was facedwith more than 50 local targets, manybased around scheme numbers. Anextensive public consultation exercisetrimmed these back to 31 enhancedoutcome based targets.

2.15 North Somerset Council’s cycling targetswere adjusted in 2004. The LTP set anumber of targets (including output ones)for the LTP period and up to 2012 for eachof the main towns in the district. In 2004the Council adjusted this by setting asingle target for the whole district anddropping the output targets.

Integration2.16 We have worked at every level, internally

and externally, locally, regionally,nationally and internationally to integratethe LTP into the wider picture. We have

New bus fleet

HOV Lane

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built on the relationship betweentransport demand and land-use planningin our Local Plans and emerging LocalDevelopment Frameworks.

2.17 We have worked with statutory andvoluntary service providers to deliver ourCommunity Strategies’ transportobjectives (go to Chapter 3). Our Qualityof Life indicators for improving transportand accessibility are being met throughthe Bristol Neighbourhood RenewalStrategy, Weston Vision, the Mendip andCotswolds Areas of Outstanding NaturalBeauty management plans, the Forest ofAvon Plan, Primary Care Trusts actionplans, Crime and Disorder Partnershipsand Active for Life initiatives.

2.18 Internally we have set up new structuresto deal with the changing transportenvironment integrating social services,education and public transport. Acrossthe South West we have linked into theRegional Spatial Strategy and helped steerits Transport Strategy. Nationally andinternationally we have taken part in theVIVALDI (Visionary and Visible Actionsthrough Local Transport DemonstrationInitiatives) clean urban transportstrategies and the PRoGRESS (PriorityRoad Use for Greater Responsibilities,Efficiency and Sustainability in Cities)urban transport pricing schemes projects.

Investment2.19 We have invested heavily in our LTP. Not

just with LTP integrated transportallocation but also with our own capitaland revenue resources. We have alsoattracted over £40m of externalinvestment from Government, Europeanand private sector funds and bids. Table2.1 lists the range of successful funding.

2.20 Bidding for recycled Supplementary CreditApproval (SCA) has been just assuccessful. SCA funding for theemergency slope stabilisation work atHinton Hill, completion of the Rural BusInterchange Hub programme andresolving roadside hazards caused by deadelms are all good examples of how we can

bid for and spend funding efficiently andeffectively.

2.21 Cultivating partnerships, meeting ourjoint aspirations and promoting commonunderstanding are all positive outcomesfrom this investment.


Table 2.1: Successful TransportFunding outside the LTP

European Projects (VIVALDI, PRoGRESS) £2.7m

South West Regional Development Agency £5m

Department of Environment Food and £0.6mRural Affairs

Objective 2, Single Regeneration Budget, £0.21m URBAN

Aggregate Fund Levy £0.01m

Sustrans £0.11m

Developer contributions £14.1m

New Deal funding £0.51m

New Opportunities Fund £0.25m

Public Service Agreements £1.7m

Child Pedestrian Training Scheme grants £0.16m

Child Pedestrian Casualty Reduction grants £0.1m

School Travel Plan bursaries £0.28m

Voluntary Travel Plan bursaries £0.28m

Urban Bus challenge £1.68m

Rural Bus Challenge £1.23m

Rural Bus Subsidy Grant £3.3m

Home Zone Challenge £0.6m

LTP supplementary bids £4.7m (including Vivaldi, A4174 Ring Road)

LTP Exceptional Maintenance Bids £4.72m

Personalised Travel Planning grants £0.05m

CCTV in Public Car Parks award £0.25m

TOTAL £42.34m

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Delivery2.22 Effective delivery of the LTP programme

over the last five years has been at theheart of the progress made towardsachieving our key aims and objectives.Each year of the plan LTP resources havebeen fully utilised.

2.23 Nearly £75m has been spent on deliveringintegrated transport schemes over the LTPperiod. Figure 2.1 shows how we havespent LTP funding on meeting ourobjectives and Figure 2.2 shows how thishas been broken down by mode.

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

Meeting Targets2.25 Delivering schemes has helped us deliver

on targets. Focussing on outcomes wehave delivered on:

Local Bus Patronage Increased

• Bus Patronage up by 12% on routestargeted with LTP investment(compared with decrease nationally).

• Park and ride patronage up 28% inBath (local target met) and 21% inBristol.

• Community Transport patronage up316% in South Gloucestershire (localtarget met), 70% in Bristol, 42% inBath and North East Somerset and43% in North Somerset.

• 6.4% growth in bus patronage inNorth Somerset in 2003/04 due inpart to the introduction of a ‘flat fare’of £1 on town centre services inpartnership with service 7 showcaseroute investment.

Local Rail Use Increased

• The number of passengers using thelocal rail network up 41%.

Other 11%

Alternative modes and

Accessibility 39%

Reducing Traffic 27%

Road Safety 23%

Figure 2.1 - LTP Funding by Objectives

Other10.7%

Local Roads2.2%

Bus Schemes16.8%

P&R /MMI 8.3%

Cycle Schemes5.4%

Walking Schemes8.5%Safety

20.7%

Crossings2.2%

Traffic Management25.3%

Figure 2.2 - LTP Expenditure - £75m by mode

Note: Spending on AirQuality and EconomicVitality Objectives isincluded under the otherobjectives.

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Levels of Cycling Increased

• Cycling up 26% across the GreaterBristol area.

Levels of Walking Increased

• 14% increase in walking in Bristol as awhole and 24% increase in the CityCentre.

• Pedestrians in North Somersetincreased by 22%.

Traffic Levels Reduced

• Traffic in the Central Area of Bristol cutby 10% (local target met).

• 1,000 fewer vehicles a day using theA4174 Avon Ring Road.

• Number of children being driven toschool in North Somerset reduced by6%.

• Traffic levels in Bath down 11%,Midsomer Norton and Radstock down1%.

Road Safety Improved

• Lowest ever children killed andseriously injured figures in SouthGloucestershire.

• North Somerset target to reducechildren killed and seriously injured ontrack.

• Killed and seriously injured figuresreduced by 28% 2004 to 2005 in NorthSomerset.

Have the Key Aims andObjectives of the LTP BeenAchieved?

2.26 As discussed we have made substantialimprovements in the LTP period. Theobjectives of the LTP were closely linkedwith the policy aims of the Government’s1998 White Paper. Broadly each of us hasfollowed the same objectives. Table 2.2sets out our collective objectives with ashort statement on progress and how theobjective has been achieved. The focus ison good performance, targets met andsuccessful schemes delivered. Figure 2.4illustrates where some of the schemes areand summarises our achievements.


Maintenance (1360)

Miscellaneous (86)

Local Road (31)

Traffic Management (596)

Road Crossings (222)

Local Safety Schemes (500)

Travel Plans (352)

Walking Schemes (198)

Cycling Schemes (345)

P&R (7)

Public Transport Interchanges (31)

Bus Priority (40)

Bus Infrastructure (929)

Figure 2.3 - LTP Schemes Delivered

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Figu

re 2

.4 -

Key

Ach

ieve

men

ts o

f the

LTP

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

• South Gloucestershire local target to reduce the number of ‘PoorAir Quality’ days when air pollution exceeds National Air QualityStandards has been met. Down from 81 days in 2000/01 to 13 in2005/06.

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

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

• Bristol’s Air Quality Action Plan (AQAP) adopted. Progress madein retrofitting cleaner exhaust emissions technology to the olderpart of the bus fleet.

• Bristol through its Centre of Excellence status organised a BestPractice seminar on air quality. Now an annual event.

• Bath’s Air Quality Action Plan for the A4 London Road has beenadopted.

• Local targets for Benzene, NO2, PM10 and National Air QualityStandards all on track in Bath and North East Somerset.

• 116 new easy access, low emission buses introduced in Bath byFirst.

• Bath and Bristol participated in the DTI Foresight programme forClear Zones (Trailblazer in 2001).

• NO2 levels in Bristol down on 2000/01 baseline.

44 For more on air quality go to Table 5.3.

Travel Plans

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

• Working with Weston General Hospital, North Somerset PrimaryCare Trust, Royal United and St Martins Hospitals in Bath, WessexWater, Bath University, Ministry of Defence, Orange, Rolls Royceand Weston College on their Travel Plans.

• Close working with Bristol International Airport (BIA) on theirsurface access strategy - of increasing importance in the light ofthe BIA’s intention to expand substantially following the 2003 AirTransport White Paper.

To improve the local air quality

To reduce the growth of roadtraffic and need to travel,develop and implement travelplans and reduce car journeysto school

Table 2.2: Key Aims and Objectives

LTP Objective Achievement/Progress

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

• Active Green Commuter Clubs and Travel Forums.

• Eye catching and successful campaigns such as ‘Jam BustingJune.’

• Avonwide Travel Award scheme - nine of the recent winnersachieved 7% or more reductions in single car occupancy.

School Travel Plans

School travel plans are starting to make a real impact.

• School trips by car in South Gloucestershire fallen from 39% in2000/01 to 33% in 2005/06. 90 schools now have School TravelPlans and 60 safer routes to school schemes implemented.41 schools have been successful in reaching the requiredstandard to be awarded the Government Capital Grant.

• 63% of pupils in Bath and North East Somerset are now coveredby School Travel Plans. This has reduced car travel by 2% andincreased the number of children walking to school by 6%.

• Travel to school by non car modes in Bath and North EastSomerset has risen from 52% in 2002 to 59% in 2005. 69% ofschools now have School Travel Plans.

• In North Somerset 41% of pupils now travel to school by carcompared to 47% in 2003. 75% of all schools now have SchoolTravel Plans.

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

Car Sharing and HOV lanes

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

Traffic Growth and Congestion

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

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

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

• Annual mode share surveys showing fewer car journeys to workwhen compared to 2001/02.

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



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• Proportion of commuters car sharing has risen from 8.8% in2000/01 to 13.1% in 2005/06.

• % of visitors to town centres using non car modes has risen from32.8% to 37.4% over the same period.

In Bath and North East Somerset:

• 11% fall in traffic levels in central Bath.

• 1% falls in Midsomer Norton and Radstock.

• 2 to 3% falls across most key corridors.

• Phased introduction of Urban Traffic Management Controlimproved traffic flows in Bath providing new bus prioritymeasures and pedestrian crossings.

Parking

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

Parking standards have been applied to new developmentsparticularly in the central areas helping to reduce car use forcommuting.

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

44 For more on travel plans go to Table 5.5.

Considerable resources have been invested through the LTP inaddressing road safety.

There is, however, concern over the data. There is evidence that basedata for 1994-98 significantly under-recorded injury accidents, andfor the period 2002-04 new police guidance on data recording meantthat a number of slight injuries were inconsistently reported asserious. Together these two factors have masked improvement inperformance.

Nonetheless results include:

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

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

To reduce road accidents for all road users (especiallychildren, cyclists, pedestriansand mobility impaired)



16

• Bath and North East Somerset have exceeded the 2010 target toreduce child KSI.

• For Bristol progress has been made with child KSI figures. Theconsiderable work on road safety measures and safer routes toschool in particular achieving a 17% decrease in Bristol over thefive years.

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

• In South Gloucestershire there has been a general trenddownwards in KSI, with some fluctuations. By 2005 accidentnumbers were at their lowest ever.

• For Bristol overall totals for KSI casualties have fluctuated overthe plan period, but in 2005 are still at the same level as that ofthe original.

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

Examples of successful measures include:

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

• Road safety campaigns featured heavily from the nationallyrecognised Kingswood Road Safety Project to successfulmotorcycle campaigns to promoting the road safety message infront of 200,000 people at the Badminton Horse Trials.

• 9 urban and 9 rural 20mph zones, 1 Home Zone and one QuietLane scheme implemented in Bath and North East Somerset.

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

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

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

• Cyclist security improved with more secure parking spacesleading to a 30% fall in cycle thefts in Bristol.

44 For more on road safety go to Table 5.2.



17


Bus

Over the last five years an extra 1.2 million passengers have beencarried on our bus services. Clearly this demonstrates the benefits ofour approach to public transport making the bus a more attractivealternative through delivering bus priority measures, new sheltersand boarders (raised pavements), concessionary travel, bus serviceenhancements and information. Specific measures include:

• Weston-super-Mare - Council/bus operator partnership with newbuses, bus priority and upgraded infrastructure on the X1 and 7routes. Reliability up from 38% to 74% and from 72% to 80%respectively.

• Bristol A38 showcase bus route increased patronage by 12%. Thiscompares with little change in overall patronage across the city.

• New Portway park and ride service.

• New supported bus routes such as the 500 service in Bristolintroduced to link bus and rail interchanges and car parks withkey commercial and tourist destinations.

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

• Odd Down park and ride to the Royal United Hospital, passengersup 50% in 2004/05 improving accessibility for a significantnumber of residents whilst helping to reduce congestion andimprove air quality in Bath. 100% user satisfaction in 2005.

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

• Showcase corridor on the Bristol to Wells route in partnershipwith Somerset County Council and First. 2.7% growth inpassengers in first year.

• Local target to reduce the age of buses in Bath to 8 years morethan met (now 5.7). 60% of vehicles are now low floor easyaccess buses.

• In 2004 we combined our individual concessionary travelschemes to allow bus pass holders to travel at half fare anywherewithin Greater Bristol. Now developed into the new jointDiamond Travelcard free fare bus pass.

Partnerships

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

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

To provide quality alternativemodes to the private carincluding public transport,information, cycling andwalking integration of services



18

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

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

Promotions

Getting key messages across to the travelling public has helpedpeople to reduce their car use by providing better information andenhancing the attractiveness of alternatives. Initiatives include:

• Transport Promotions Officer appointed by South Gloucestershireto spearhead bus promotions.

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

• Traveline service with JLTP target to improve accuracy.

• Bristol’s TravelSmart® programme in Bishopston achievedreduction in car trips of 11%, car distances travelled down 13%(net saving of 1.7 million car km p.a.) and increases in cycling,walking and bus use.

Cycling and Walking

Significant progress has been made on delivering cycle and walkingschemes and promoting their use. The widespread implementationof measures, the filling in of ‘missing gaps’ in the network,promotion of travel plans, innovative cycle training, active CycleForums and extensive, eye catching publicity and new maps are allplaying their part. Outcomes include:

• 26% growth in cycling across Greater Bristol.

• 14% increase in walking in Bristol.

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

For cycling and walking significant lengths of new, mainly traffic freeroutes, have been opened and pedestrianisation extended. Schemessuch as:

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

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

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



19


• Increased pedestrian facilities in Nailsea High Street has seen thepedestrian numbers rise by 31%.

• We are now working on a Joint Public Rights of WayImprovement Plan.

Interchanges

Integration of transport services was seen as a key issue indeveloping the LTP. Working with private sector partners, newinterchanges have been built, and existing areas enhanced.

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

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

• Plans for new bus station adjacent to Bath Spa railway station.

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

• Bristol Parkway station interchange improvements and new busconnecting bus services.

• £300,000 capital investment used in partnership with local trainoperators to enhance the interchange facilities at stations acrossBristol.

• Investment, promotion and support for local rail has seenpatronage increase by 41%.

Summary

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

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

As described in the Wider Impact Chapter 3 significant progress hasbeen made on addressing the issues of social exclusion.

Community Transport

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

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

• 70% rise in passengers in Bristol.

• 43% rise in passengers in North Somerset.

To promote access to everydayfacilities for all, address theneeds of disabled people andprovide a socially inclusivetransport network



20

• 42% rise in passengers in Bath and North East Somerset.

• ‘Fare Car’ and Dial-a-Ride schemes now reach 75% of the ruralpopulation in Bath and North East Somerset. To be extended tocover all rural parishes.

• Taxi sharing schemes in Barton Hill, St Phillips and St Anne’s.

• Car Clubs introduced across 15 areas of Bristol and in Bath.Bristol Car Clubs now have 26 cars with 470 members.

Regeneration

Regeneration has taken place both in the city centres and localcommunities. The showcase bus scheme in Bristol was specificallyaimed at improving transport links between isolated and deprivedcommunities and job opportunities.

The Dings Home Zone in inner Bristol was a key catalyst forregeneration linking the isolated Dings Community with the newTemple Quay development and community.

Provision for Disabled People

Measures include:

• Number of bus stops equipped for low floor use increased by140% (from 175 to 422) meeting the local target.

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

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

• Raised platforms and dropped kerbs programme to ensure allstops are Disability Discrimination Act (DDA) compliant by2015/16.

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

• Continued prioritisation of footway maintenance, and theenhancement of crossings have significantly improved thepedestrian environment for disabled people.

• 100% of controlled pedestrian crossings in North Somerset nowincorporate facilities for disabled people.

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

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

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

To maintain and enhance theeconomic vitality of existingcentres, promote and developa successful economy



21


Nailsea has benefited from significant improvements to its highstreet including enhanced pedestrian facilities, as well as upgradingthe car park to improve access and combat anti-social behaviour.

The central area environment in Bristol has been transformed overthe Plan period. Redevelopment projects assisted with LTP transportinvestment include:

• New pedestrian areas and environmental enhancements.

• Centre Project with the enhancement of Queen Square, and

• Support for the ongoing Harbourside and Broadmead expansionschemes.

• Broadmead freight consolidation scheme serving 46 city centreretailers from the consolidation centre at Emersons Green.

• Publication of a Commercial Vehicle Drivers’ Atlas.

• A38 showcase bus route increasing access to employment fromthe deprived areas of South Bristol, with patronage up 12%.

• New park and ride site opened on the A4 Portway corridorproviding not only express services to improve commuter tripsinto central Bristol but also a new bus service for areas of the citypreviously poorly served.

• New Broadmead central bus and coach station opened inconjunction with redevelopment of the former site.

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

Kingswood, Staple Hill and Downend town centres have all benefitedfrom schemes to enhance the local environment and strengthenretail performance.

44 For more on economic vitality go to Chapter 3.

Note: These objectives are an amalgamation of those for Bath and North East Somerset, Bristol City,North Somerset and South Gloucestershire Councils.

Changes to Key Aims andObjectives Since the First LTP

2.27 The key objectives of all four LocalTransport Plans have remained the samethroughout the Plan Period and this hasprovided a consistent policy backgroundand focus to the implementation ofmeasures in support of the Plans. Wehave had to be flexible as the changesoutlined below illustrate.

2.28 A key element of two of the Plans was theintroduction of Line 1 of the Bristol andSouth Gloucestershire Light Rapid Transit(LRT) tram network. Extensiveconsultation revealed a rapid transitsystem as the single most popular issuewith 90% of people stating that theywished to see its introduction in the city.Exhaustive testing of appropriatetechnologies, and their comparativebenefits carried out in the development of



22

the LTP indicated that light rail technologycould provide a step change in publictransport provision in the area.

2.29 Bristol and South Gloucestershireallocated significant resources toprogressing these proposals during theLTP. In particular, the two Councils workedin partnership to progress theimplementation of Line 1, betweenAlmondsbury and Bristol City Centre.

2.30 In March 2001, the government acceptedthe economic case for Line 1 and gave aprovisional commitment to fund asubstantial proportion of theimplementation costs. This endorsementwas dependent on the resolution of anumber of outstanding issues, and inparticular agreement with the HighwaysAgency on the operation of the schemeand its impact in the vicinity of Junction16 of the M5 at Almondsbury.

2.31 Subsequent consultancy studies raisedsignificant doubts about the practicalityof terminating Line 1 at a park and ridesite at Almondsbury. Parallel work wasundertaken on the potential for a newnorthern terminus at either ParkwayStation or Cribbs Causeway. The results ofthis appraisal showed the Parkway optionto be economically viable.

2.32 Consequently, an Annex E schemeappraisal was submitted to DfT inDecember 2003 for the City Centre toParkway LRT Route. This was thendeveloped further, incorporating emerginggovernment guidance on LRT schemes.Work also commenced on an AlternativeRapid Transit Strategy to investigatealternative solutions for the 'North Fringe'area if Line 1 terminated at Parkway.

2.33 The Government's Local TransportSettlement letter in December 2003 gavea clear indication Line 1 was unlikely toreceive national funding. There was littleoption but to suspend the promotion ofthe Line 1 LRT proposal. Both Councilshave continued to safeguard, for potentialpublic transport routes, all the routesidentified in the LTP, Local Plans andStructure Plan.

2.34 In the short term, with support from theGovernment, we have progressed with abus based strategy to promote highquality public transport. It must be notedthat the results of GBSTS indicate that aform of Rapid Transit should be a key partof the strategy for transport in this area.These proposals have been taken forwardin the JLTP on the basis of Bus RapidTransit in the medium term. A future LRTnetwork, however, is still essential to meetthe longer term needs of the area andfacilitate the potential housing andemployment growth set out in theRegional Spatial Strategy.

2.35 One change that occurred in NorthSomerset was the delay to the plannedimplementation of Decriminalised ParkingEnforcement (DPE). This was originallyintended to be rolled out within the LTPperiod, but was postponed due to capacityissues and the need to refocus prioritieson successfully improving assessmentscores in 2004 and 2005. DPE is now likelyto be brought forward in late 2007. Onepositive aspect, however, is that it hasallowed a greater element of partnershipworking and sharing of knowledge andexperience with South Gloucestershirewho are also looking to implement DPE toa similar timescale (as set out in the JLTP).

2.36 In Bath the Lambridge park and ride sitehas been delayed due to planning issuesregarding the relocation of Bath RugbyClub from the site and proposed floodmitigation measures. Plans for theWestern Riverside and Southgate

Greater Bristol Strategic Transport Study

23

regeneration sites in Bath have also beendelayed. All the transport proposalsassociated with these developments andthe park and ride site are now in the BathPackage major scheme bid submitted inJuly 2006.

What has Worked Well andWhat can be ImprovedWorked WellAlternatives to the car

2.37 Our LTP strategy was based on lesseningdependence on the car by developing andpromoting alternatives. There has beenstrong progress on providing significantlybetter alternatives to the private car andby the number of people takingadvantage of them as part of their travelchoices.

2.38 The implementation of the cyclingstrategies has been very successful in bothproviding enhanced alternatives but alsoencouraging their use. Over the LTP,cycling levels across Greater Bristol haveincreased by 26%. This can be set againstthe national trend of decreasing levels ofcycling (National Travel Survey, DfT July2005). This trend is also very significant inthat Bristol already had higher thanaverage cycling levels before the Planperiod and was starting from an alreadyhigh base.

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

• Infrastructure - specific cyclingschemes have demonstrated greaterthan anticipated benefits, for examplethe Bristol to Bath Railway Path hasseen a 33% increase in cycling on thisalready very popular route.

• Bringing cycling to the centre of publicpolicy – transport schemes are auditedto ensure that their design contributesto improving the environment. 28%increase in cycling on the northernsection of the A38 showcase route.


Box 2A

A38 Showcase Bus Route

The implementation of Bristol’s first showcasebus route for services 75, 76 and 77, along theA38 corridor between Cribbs Causeway andHenbury in the North and Hartcliffe in theSouth, has delivered excellent resultsfollowing its launch in December 2003.

The project itself was a good example ofpartnership working with the main busoperator First, local residents along the route,local business groups, trader organisationsand the emergency services, closely co-ordinated between Bristol and SouthGloucestershire Councils. Through detailedpublic participation initial designs were variedand differing solutions explored.

In the Gloucester Road shopping area, forexample, fears over a possible loss of tradefrom losing parking spaces to bus prioritymeasures led to a new high quality short stayshoppers’ car park serving around 200motorists per day.

The scheme also including enhancements tothe walking and cycling environment, throughcomprehensive pedestrian improvements atkey junctions and cycle lanes and advancedstop lines for cyclists along the route.

Some key facts and figures:

• £3.5million spent on delivering redesignedjunctions, bus lanes, raised kerbs along thelength of the route and improved shelterswith Real Time Information.

• £2.5m dedicated fleet of low-floor, modernclean vehicles provided by First.

• 12% increase in bus patronage.

• 28% increase in cycling on the northernsection of the route.

• 1,200 vehicle journeys per week removedfrom this route.

Experience learnt from the project is nowbeing taken forward and developed as for thenext showcase route on the A420 / A431corridor, which is progressing well.

24

• Promotional work - Annualprogramme of 2,000 personalisedtravel plans shown increasing cyclinglevels along with decreased car use.Targeted areas have achieved up to40% increases in cycling. Major eventssuch as the Big Bike Ride attract muchpublicity.

• Cycling strategy success recognisednationally, with the Local AuthorityCycling Assessment from the EnglishRegional Cycling Development Team(ERCDT) giving Bristol a bell score of 4out of 5, North Somerset and SouthGloucestershire 3 out of 5 and Bathand North East Somerset 2 out of 5.

2.40 Bus priority measures and new servicesand facilities for passengers have also hadan impact as Box 2A shows.

2.41 The Urban Bus Challenge Odd Down parkand ride service 42 to the Royal UnitedHospital in Bath provides an essential linkto the local hospital for commuters,patients and visitors from the surroundingrural areas and the two most deprivedareas within the City.

2.42 Recognising areas where we were weak,for example on Bus Passenger Satisfactionand passengers, led to direct action inSouth Gloucestershire with theappointment of a Transport PromotionsOfficer. The innovative campaigns thathave followed and the steadily increasinglevels of bus use, up 5.6% in 2005/06, arewitness to the success of this approach.As is bus passenger satisfaction, measuredas a local target in 2004/05, up from 40%in 2003/04 to 47%.

2.43 The www.2carshare.com initiative goesfrom strength to strength, its successrecognised in the expansion covering thewhole of the Joint Local Transport Planarea in 2005 (go to Box 2B). Odd Down Park and Ride - service 42

Box 2B

Car Sharing

Since its launch in 2001, membership of ourcar sharing scheme www.2carshare.com hascontinued to grow. The scheme now coversthe whole of the Greater Bristol area and over20 major employers now sponsor the scheme.Membership in 2005/06 reached 4,000 withover 60% of users finding a car share match.

Extensive promotional activities include:

• Road signs advertising the website locatedon the 2+ lanes of the A4174 Avon RingRoad and at congestion hotspots.

• Green Travel Roadshows at employer sites.

• Radio advertising, petrol pumppromotions and sponsorship campaigns.

• 2+ parking provided for major employerssuch as Rolls Royce, WS Atkins andTelewest.

Bristol’s Biggest Bike Ride

Petrol pump promotions

25

Funding, Resources and Joint Working

2.44 Attracting additional funding has beenhighly successful. Developercontributions through S106 agreementshave generated £14.1m for transportmeasures across our area. For the CivicPride Initiative in Weston-super-Mare £5mwas secured from the South WestRegional Development Agency (SWRDA)and £0.6m from the Department ofEnvironment Food and Rural Affairs(DEFRA).

2.45 Successful bids for Urban and Rural BusChallenge funding and Public Service LevelAgreements (for example for buspatronage in South Gloucestershire) haveled to a wider range of schemes thanwould otherwise have been achieved.£3.3m of Supplementary Bid money forthe A4174 Avon Ring Road enabledsignificant progress to be made ontackling congestion on this highlyimportant part of the network.

2.46 Over the LTP we have committedconsiderable extra resources to improvingtransport across the area. This hasinvolved the creation of the SustainableTravel Team in North Somerset and aSustainable Transport Service in SouthGloucestershire.

2.47 For North Somerset this includes officerscovering public transport, concessionaryfares, school travel, cycling, workplacetravel plans, and walking. This was as adirect result of performance assessmentsearly in the LTP which showed the Councilneeded to do more to deliver its LTPobjectives. This recognised lack of capacityinstigated a restructure and recruitmentto bring extra officer capacity on board.Results are already being seen withgreater delivery, impact and increasingperformance assessments from the DfT.

2.48 In South Gloucestershire creating aSustainable Transport Service broughttogether Transport Policy, a newIntegrated Transport Unit, Public Rights ofWay and Highway Development Control

and has provided greater integration forthe delivery of Local Transport Planobjectives. The Integrated Transport Unit,made up of Public, Education and SocialServices transport, has greatly assisted theco-ordination of transport services, busaccessibility improvements and promotedcommunity transport.

2.49 In Bristol a new department of Planning,Transport and Sustainable Developmentwas created in 2005. This has provided aclearer focus on planning and deliveryincluding for the first time all thetransport functions in one department.

2.50 Joint working between us was greatlyassisted through our work on the SharedPriorities Development Plan submitted tothe Department for Transport in May2004. Based around the four sharedpriorities of congestion, accessibility, roadsafety and air quality the Plan laid thefoundation for the Joint Local TransportPlan. It demonstrated we could addresscommon transport issues across our areaand come up with workable solutions.

2.51 The Traffic Management Act 2004 placeda new duty on local authorities to managetheir networks to secure the expeditiousmovement of people and goods. TrafficManagers have now been appointed by allfour of us. A Greater Bristol TrafficManagers Liaison Group now meetsmonthly to co-ordinate our approach andassists the development andimplementation of congestion policies,road hierarchy review and NetworkManagement Strategy.

Can Be Improved2.52 Not everything has quite gone to plan.

Aspects Park and Share, a bold attempt toestablish the first car sharing multi modalinterchange site in Great Britain on theA4174 was less successful thananticipated. Despite extensive marketingthe expected demand did not materialiseand the site was discontinued in 2005.Nonetheless valuable lessons have beenlearnt about how future sites should belocated, developed and marketed.


26

2.53 Through the LTP and a specific grant fromthe DfT’s Home Zone ChallengeProgramme, and European Commissionfunding, several retro-fit Home Zoneshave been developed in various areas ofBristol. The projects have proved verypopular with the local residents and haveimproved the local environmentimmensely. Through consultation withresidents the original designs have beenaltered and in some cases grew from theoriginal costed proposals. Because of this,additional LTP and Bristol City Councilresources were needed diverting thisinvestment away from other areas of thePlan.

2.54 The Home Zones have proved verysuccessful in terms of their environmentalimpact. It is more difficult, however, tomeasure their impacts on the transportobjectives of the LTP and the sharedpriorities for transport that now underpinthe overall strategy. The high cost ofthese retrofit schemes means that thestrategy being taken forward in the JLTPfocuses on new-build Home Zonesimplemented with development.

2.55 The Home Zone schemes could be said tohave become a victim of their ownsuccess, as there are currently 15outstanding requests for retro-fit HomeZones. Unfortunately if these are to betaken forward this would have to be doneoutside of the LTP programme, as theircost effectiveness makes it difficult tojustify inclusion in the core programmecontaining many competing transportpriorities. Experiences gained from thesuccessful projects that wereimplemented can help to achieve betterdesign solutions for development relatedprojects and other road calming schemes.

2.56 Planned reduction in casualties has notbeen achieved. A review of road safetyconcluded that further reductions to helpreduce single vehicles accidents andchange road user behaviour requirecontinued and new revenue support forroad safety education, training andpublicity. Nonetheless we have as Tables2.1 and 5.2 show made considerableprogress in bringing down casualtynumbers. For the JLTP we have chosen a2001-2004 average as a baseline as thisaddresses previous concerns about underreporting. A linear trajectory has beenused to reflect the sustained investmentof the JLTP road safety programme.

2.57 Performance with our highwaymaintenance targets has fluctuated overthe LTP period with the move fromdeflectograph to Scanner surveys. Theemerging Transport Asset ManagementPlan, however, will see substantialprogress across all our maintenancetargets during the JLTP period.

What Foundations for the LongerTerm Have Been Put in Place?

2.58 The LTP has helped change attitudes.Internally this is recognising thattransport is not an isolated issue.Externally the general public arebecoming more aware of the impact oftheir transport choices, the need toconsider alternatives and the widerbenefits of non-motorised travel.

The Dings Home Zones, before and afterimplementation

27

2.59 As already mentioned the creation of newteams and structures at our Councils haslead to a greater focus on co-ordinationand delivery. This experience andexpertise will be invaluable in taking theJoint Local Transport (JLTP) forward. InBath the creation of a new City Strategywill enable the better planning ahead ofprojects and delivery of the Bath Package.

2.60 Two of the four Councils achieved Centreof Excellence status during the LTP period.Bristol for the quality of its Plan and SouthGloucestershire on delivery. We aredelivering schemes on the ground, hittingtargets and providing genuine alternativesto getting around.

2.61 On a delivery level, the LTP and SharedPriorities Development Plan work has putin place the foundations to build upon aswe move into the JLTP era. Thefoundations to move forward withimproving and completing our cycling andpedestrian networks, the foundations toaddress road safety at targeted areas andthe foundations on which to build oureducation, training and publicityprogrammes aiming to change ideas,attitudes and, ultimately, behaviour.

2.62 Throughout the LTP we have deliveredcost effective and value for moneyschemes. Our schemes are frequentlybased on best practice from both withinand outside the Greater Bristol JLTP area.Many of the examples quoted in thisDelivery Report illustrate how we havemade best use of resources andprocurement and achieved high benefits.The lessons learnt have been influential inshaping the JLTP programme.

2.63 The JLTP’s Network Management Strategyfor example focuses on value for moneyand making the best use of the existinghighway network. Equally the emergingTransport Asset Management Plan wouldnot have been possible withoutexperience gained over the last five years.

2.64 By close management of the capitalprogramme in the first five years of theLTP, the allocations provided to each of us

were fully spent. We intend to build onthis experience to ensure that theprogramme of works set out in the JLTP isdelivered on time and within budget.

2.65 We already have a wide range of expertisein delivering challenging projects andprogrammes. These have included EU-funded demonstration projects such asthe PROGRESS road pricing study. We willcontinue to engage in best practicenetworks both within the UK and Europe.Through the Transport Innovation Fund,Road Pricing Local Liaison Group andassociated development work we will seekto bring in further expertise atappropriate stages.

2.66 As we move into the JLTP we are buildingon our successes with the submission ofthe Greater Bristol Bus Network and BathPackage major scheme bids. If approvedthe Greater Bristol Bus Network willdeliver a huge investment in bus servicesin the area including a commitment fromthe main operator, First, for a £20 millioninvestment in new buses.

2.67 We look forward to removing cross-boundary barriers to movement,continuing to challenge ourselves withambitious targets, and delivering areliable, safe and efficient transportnetwork for the years to come.


New bus fleet

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3. Contribution to Wider Objectives

Housing and EconomicDevelopment

3.1 The regional policy framework for the firstLTP was the Regional Planning Guidance(RPG10) approved by the Government in2001. In policy SS1 RPG10 foresaw theGreater Bristol area continuing to be themain focus for growth in the region andthe need to maintain and enhance itsstrong economic role. In the last five yearswe have helped take forward the spatialstrategy through the Joint Structure Plan.Transport issues have strongly influencedthe Joint Structure Plan and our LocalPlans in setting the framework for majorhousing and economic development. LTPinvestment has gone hand in hand withfunding from developers and othersources in delivering sustainabledevelopment on the ground, for example:

• North Fringe transport package todirect £18.4m of developer fundingtowards highway and public transportinfrastructure enhancements.

• Securing of £4m of developer fundingfor transport schemes to supportmajor developments at LockingCastle/West Wick in Weston-super-Mare and at Portishead.

• Ground breaking ‘New Build HomeZone Design Guidelines’ to guide newresidential developments in Bristol.

• Increasing the role of bus services aspart of travel plans linked to theUniversity of Bath and Wessex Wateroffice headquarters development.

3.2 Our contribution towards the policies setout in the Regional Transport Strategy hasincluded:

• Range of ‘soft’ measures andmarketing aimed at reducing the needto travel (policy TRAN 1) – go to Tables2.2, 5.3 and 5.5.

• Integrated packages of schemes andmeasures in the principal urban areas

of Bath, Bristol and Weston-super-Mare including Urban TrafficManagement and Control, busshowcases, park and ride, improvedwalking and cycling networks andenhanced passenger interchanges andinformation (TRAN 3, 4 and 10) – go toTables 2.2, 5.1, 5.3, 5.4 and 5.5; also goto ‘City and Town Centre Vitality andViability’ in Chapter 3.

• Parking management and re-allocation of roadspace; road usercharging studies (TRAN 5) – go toTables 2.2, 5.1 and 5.3; also go to 2.65.

• Freight Quality Partnership, lorry routemanagement and pilot freightdistribution centre (TRAN 6) – go toTable 5.3.

• Support for rural buses andcommunity transport, countryside andvillage traffic management (TRAN 7) –go to Tables 2.2, 5.1 and 5.3; also go to‘Social Inclusion’ in Chapter 3.

• Working with Bristol InternationalAirport and Port of Bristol on accessimprovements (TRAN 8, 9) – go toTable 5.3.

3.3 Growth over the LTP period together withour role as the road, rail and air gatewayto the South West has generated hugepressures. The LTP has played a major partin accommodating these pressures butour transport infrastructure is beingpushed to the limit. Furthermore theRegional Spatial Strategy is suggesting ahundred thousand new homes and asmany jobs, may need to be provided to


Freight Consolidation Centre

30

achieve sustainable economic growth.Transport is vital for our area’s continuedeconomic and social success.

3.4 We fully recognise, therefore, theresponsibility we have in our area fordelivering the regional agenda. Work onthe Joint Local Transport Plan 2006-2011has gone hand-in-hand with thepreparation of the new Regional SpatialStrategy, informed by the Greater BristolStrategic Transport Study.

Community Strategies,Corporate Plans and Partnership Working

3.5 The community strategies and corporateplans of our four local authority areashave common priorities (go to Box 3A)and these have heavily influenced ourtransport investment decisions. Our workwith the Local Strategic Partnerships andothers is continuing into our JLTP.

Chosen Themes3.6 The DfT asks us to comment on two

examples of wider policy aims or deliverythemes. We have chosen the followingwhich embrace most of the wider policypriorities in Box 3A:

• Encouraging and supporting city andtown centre vitality and viability.

• Tackling social exclusion.

City and Town Centre Vitalityand ViabilityBackground

3.7 Greater Bristol has two city centres inBath and Bristol that are focal points foremployment, retailing, recreation andother services and facilities and servewide catchment areas. Weston-super-Mare has a dual role as a service centreand holiday resort. There is also a range oftown centres and district centres thatprovide more localised services.

3.8 We have used investment in transport asa way of underpinning other initiatives.We recognise that improvements to

transport infrastructure give the privatesector the confidence to invest inregeneration and this can help lever infunding from a variety of other sources.Transport plays a key role in improvingaccessibility and meeting an increasinglywide range of needs throughout the dayand night. The key objective is to see thevitality and viability of these centres beingmaintained and enhanced and deliver onthe ground the qualitative improvementsrecommended by the Government inPPG6 Town Centres and RetailDevelopments.

3.9 This work is continuing in our JLTP in linewith the advice of the new PPS6 Planningfor Town Centres and the many otherGovernment initiatives revolving around‘liveability’ and the provision of highquality and safe public spaces.

Changing the Face of Bristol

Economic Development & Regeneration

3.10 In the 1990s many businesses relocated toout-of-centre locations accessible mainlyby car. During the LTP period we havetransformed the environment of central

Box 3A Corporate and Community Strategy PrioritiesWell-being/Communities - address challengesfaced by new and growing communities;needs of older people; local housing.

Health - improve the health of people andreduce inequalities in health.

Environment - take responsibility for ourenvironment and natural resources.

Safer communities - reduce crime and the fearof crime, reduce violence, and improve roadsafety.

Education - improve life chances and ensureall children and young people are givenencouragement and opportunities to learn.

Increasing prosperity/regeneration - increaselocal job opportunities and share the benefitsof prosperity across the whole of the JLTP area.

Continuous improvement - achieve more withthe same resources.

31

Bristol and attracted large scaleinvestment in office, residential andleisure developments. Transportinvestment has focussed on supportingdevelopment and regeneration, providingnew pedestrian areas and public spaces;better provision for cyclists; refurbishmentof car parks; and better arrangements fordeliveries.

3.11 Schemes have included

• Remodelling of The Centre.

• Award winning restoration of thehistoric Queen Square.

• Support for the ongoing Harboursideand Broadmead expansion schemes.

• Broadmead Freight Consolidationscheme (see Table 5.3).

• Freight Quality Partnership of the‘Commercial Vehicle Drivers’ Atlas (seeTable 5.3).

• Trenchard Street multi-storey car parkrefurbishment.

Improved access to the city centre

3.12 By encouraging bus and rail travel wehave reduced the need to drive into thecity centre. We achieved Local Target 23(Bristol) of reducing total car traffic in thecentral area by 10% by 2005. There hasalso been a 7% increase in bus trips to thecentral area (Local target 24). We highlightour public transport schemes in Table 5.1.These include:

• A38 bus showcase route providingaccess to the city centre from both thenorth and south of Bristol.

• New park and ride site on the A4Portway corridor.

• Existing park and ride facilitiesenhanced with real-time information,improved security including CCTV, andimproved service information.

• New Marlborough Street bus andcoach station serving Broadmead.

• New supported bus routes such as thecity centre loop service 500 linking busand rail interchanges and car parkswith the key commercial and touristdestinations in central Bristol.

3.13 The development of Temple Quay, a majornew office quarter near Temple Meadsrailway station, has helped to boost railpatronage and been a catalyst forincreased bus services. We have workedclosely with developers in securingsignificantly improved linkages forpedestrians and cyclists between TempleMeads and the rest of the city centre.


Queen Square restoration

New Bus and Coach Station

Temple Quay

32

3.14 Walking trips to the central area haveincreased by 24% and cycling by over 60%.Cycling has been enhanced throughimproved facilities, particularly along theA38 showcase route, which has seen awhole-route improvement for cyclists.

3.15 There has been investment in ferryservices in Bristol Harbour. New landingstages have been provided including oneto serve Temple Meads station and TempleQuay. The EC VIVALDI project funds theoperation of a cross-harbour ferry linkbetween areas such as Southville and thecity centre. The service operates duringpeak hours on weekdays and all day onweekends carrying up to 3,900 passengersper month.

24-Hour Economy

3.16 Activity occurs increasingly around theclock and the transport network hasadapted to meet the needs of the nighttime economy. We have invested over£1 million of revenue funding to supportthe introduction of night bus services on10 routes. These services have helpedsupport activity away from traditionallybusy periods and increasing the overallvitality of the central area.

Enhanced Visitor Information

3.17 The award winning Legible City projecthas sought to improve people’sunderstanding and experience of Bristolby integrating the provision ofinformation. The pedestrian signingsystem helps visitors find their wayaround the city centre and encouragesthem to explore on foot or by publictransport. Bristol now has direction signs,on-street information panels, printedwalking maps, on-street informationkiosks and arts projects that are boundtogether by a consistent visual languageand mapping system. These have provideda sense of welcome for visitors and abetter understanding of Bristol’sattractions.

Conserving Bath as a World Heritage Site

3.18 Bath’s status as a World Heritage Site andmajor tourist destination, over 4 millionvisitors a year of which almost 80% areday visitors (Economic Impact Survey 2003South West Tourism), combined with itsrole as a sub-regional service centre, putsgreat strains on the historic streets of thecity centre. The aim has been to tacklecongestion and make the city centre morepedestrian friendly. We see environmentalenhancement going hand in hand withmaintaining access to the city centre andbringing benefits to the local economy bymaximising footfall and improving the‘visitor experience’.

3.19 Traffic in the city centre was reducedsignificantly when we introduced theNorthgate Street ‘Priority Access Point’

Legible City Signage

Roman Baths

33

(PAP) for a trial period in 2001. It seversthe north-south route through the citycentre for general traffic but maintainsaccess for buses, taxis and other essentialvehicles. During the trial period, traffic inthe northern part of the city centrereduced by between 18 and 70% and busjourney times became more reliable. ThePAP, which was made permanent in 2002,was a controversial measuredemonstrating our determination to takeradical action to meet our transportobjectives.

3.20 Introduction of the PAP was boosted bymajor investment in new buses by Firstgiving Bath a modern fleet of low floorvehicles. We have also made the park andride services more attractive by extendingthe operating times from 0800-1930 to0600- 2030.

3.21 With traffic in the important MilsomStreet shopping area reduced as a resultof the PAP we carried out public realmenhancements. In Walcot Street we havewidened footways and made otherenhancements to provide an enhancedwalking route from the city centre to the‘Artisans’ Quarter’.

3.22 Parking spaces in and around the historiccity centre are valuable and we havemanaged this asset to favour shoppers,business visitors and tourists- all peopleessential for the local economy. We haveenhanced on-street parking by physicalmeasures and by bringing in ‘pay anddisplay’ to replace the unpopular scratchcard system. Residents are also essentialfor the city centre’s vitality and viabilityand we have looked after their intereststhrough our programme of residents’

parking zones. This scheme covers over3,000 households and was completedwithin 18 months involving completeconsultation with, and involvement of thelocal community.

3.23 We have improved Council-owned carparks, for example safety andenvironmental enhancements atCharlotte Street. These were under theumbrella of the PSA initiative ‘car parkingfear of crime’ and won the 2004 LocalGovernment News Street Design Award.

3.24 To make best use of Bath’s historic streetsystem we have implemented furtherphases of our Urban Traffic Managementand Control system. This has helpedimprove traffic flow on main routes, suchas the A36, provided bus priority,pedestrian crossings, and effectivemonitoring and fault reporting. Thesystem now has 28 nodes and 21pedestrian crossings. Remodelling of theSydney Gardens junction and installationof new traffic signals on the A36,completed in 2004/05, have improvedtraffic circulation in the city centre andreduced congestion in Queens Square,George Street, Gay Street and LansdownRoad.

3.25 Our transport schemes and measureshave resulted in:

• 11% decrease in traffic entering Bath’sinner cordon (exceeding 10% localtarget T1).

• 13% growth in bus patronage in Bathand North East Somerset .

• 17% growth in park and ridepassengers, now almost 816,000 peryear.


Priority Access Point, Bath

Bath City Centre

34

Regenerating the Resort of Weston-super-Mare

3.26 Weston-super-Mare has a dual role as aservice centre with a catchment of about80,000 people and as a seaside resort. In2005 the town attracted almost 6 millionvisitors and tourists, up from 4 million in2000. This growth has contributedtowards an increase in retail expenditureby visitors from £21.9m in 2001 to£48.7m in 2004. In partnership with theSouth West Regional DevelopmentAgency (SWRDA) and others, we haveconcentrated substantial resources onrevitalising the centre. Through the CivicPride programme we have seen over£11m of investment, including £5m fromthe SWRDA, as well as £2m from localauthority capital funds. A key aim is tolever in private investment.

3.27 Civic Pride comprises packages of works toenhance and redevelop specific areas. Ourtransport investment has focused on:

• Improved signage and information;

• Traffic management to improve safetyand provide better linkages throughpedestrian focused streetenhancements;

• Better pedestrian access to existingpublic spaces and the creation of newones capable of hosting performancesand public events, increasingeconomic vibrancy and activity levels;

• Upgraded lighting to pedestrian areasto establish safer, more attractive anduseable routes after dark, maximisingopportunities for ‘designing outcrime’;

• New street furniture to helpemphasise arrival at key public spacesand to encourage use by pedestrians,build upon plans for providing‘gateways’ into Weston-super-Mare forthose travelling by car, train, bus orcoach;

• High quality streetscape through theuse of a selected and limited palate ofmaterials to ensure consistency ofspecification and quality thresholds;

• Introduction of public art to addinterest and help orientation.

3.28 The measurable outcomes of Civic Prideare becoming clear. Pedestrianmovements in the town centre haveincreased by 11% over the LTP period. Inthe three years of the project so far thevisitor numbers to the town are up 20%(from 4.92m to 5.89m) and total visitorspend is up by 8% (from £217m to£268m).

Strengthening Other Town Centres3.29 We have also invested in measures to

increase the attractiveness of our smallertown centres and facilitate economicregeneration in partnership with Parishand Town Councils, local businesses andother stakeholders.

3.30 In North Somerset the ClevedonPedestrian Strategy, designed inpartnership with the Town Council, setout a programme of highwayimprovements that have aided pedestrianmovements within the town centre. Theschemes have contributed to a 32%growth in pedestrian activity in Clevedonbetween 2002 and 2005.

Weston-super-Mare Town Centre

Big Lamp Corner

35

3.31 In Keynsham town centre environmentalimprovements have secured easier accessand greater allocation of road space forpedestrian movement. Mini-roundaboutshave reduced congestion at key junctionsand directed traffic away from the HighStreet. Supporting initiatives haveincluded safer routes to school projects,enhanced passenger facilities at the busstops and railway station, andimprovements to the cycle network andcar parks. Similar proposals have comeforward in the centres of MidsomerNorton and Radstock.

3.32 By far the biggest initiative in SouthGloucestershire was the Kingswood TownCentre scheme. Over £1.33m was spenton revitalising this important traditionalretail centre in one of the most deprivedparts of the district providing:

• Enhanced diversionary route and oneway traffic flow through the coreshopping area to relieve congestion inthe High Street;

• Pavement widening to benefitpedestrian safety and circulation;

• 20mph zone throughout the towncentre to improve road safety;

• New taxi bays, new bus lay-bys andshelters, new cycle stands;

• Contra flow bus and cycle lanes tomaintain access for non car modes tothe town centre;

• New street lighting and introductionof CCTV cameras.

3.33 We have also significantly improvedNailsea town centre by narrowing theHigh Street to enhance pedestrianfacilities, installing new street lightingand improving pedestrian crossing pointsand signing. These have contributed to anincrease of 31% in pedestrian activity. Tocombat late night anti-social behaviour,works were carried out to the ClevedonRoad car park involving extra lighting,raised kerbing and speed humps, aredesigned entrance and improvedpedestrian access.

Supporting Our District Centres3.34 Neighbourhood Renewal Funding was

awarded to Bristol in 2001 for a five yearperiod to tackle problems indisadvantaged neighbourhoods. At Eastonan action plan was developed through thecommunity partnership focussed heavilyon transport and community safety.Through Neighbourhood Renewalfunding, LTP funds and our own resources,new pedestrian and cycle facilities wereimplemented. This included replacementof the pedestrian underpass on EastonWay with at grade crossing facilities,tackling an identified community safetyand severance problem.

3.35 The Staple Hill Regeneration Partnershipinitiative was aimed at improving thephysical fabric and environment of a rundown commercial centre in SouthGloucestershire. As part of a majormaintenance scheme for the town centre£0.4m was spent on a number ofcomplementary measures including newpedestrian crossings, widened footways,disabled parking bays, advanced stop linesfor cyclists and bus boarders. The elderly,young and mobility impaired haveparticularly benefited from the scheme.

3.36 The Staple Hill experience has beenfurther extended for similar enhancementschemes in Downend and Filton. At Filtonthe scheme included landscaping for thelocal car park and upgraded streetlighting.


Kingswood High Street

36

Social InclusionBackground

3.37 There are 35 areas in Bristol and 6 inWeston-super-Mare that are amongst the10% most deprived communities inEngland (Index of Multiple Deprivation2004). As a Neighbourhood Renewal FundArea Bristol is identified nationally ashaving a concentrations of health andcrime problems and deprivation. There arealso other pockets of urban deprivation,for example Snow Hill in Bath, southKeynsham, Norton-Radstock andKingswood.

3.38 Some 160,000 people (16% of total) live inour rural communities with a range ofaccessibility problems. Other influenceson social exclusion are:

• About one in six of residents in theGreater Bristol area suffer from illhealth or have a disability or otherform of long term restriction onmobility.

• About 8% of Greater Bristol residentsare aged 75 years or more.

• About 8% of Bristol’s residents arefrom ethnic minorities.

3.39 Spurred on by disability discriminationlegislation and publication of the SocialExclusion Unit’s Making the Connectionswe have aimed to raise awareness aboutthe transport needs of different socialgroups and to improve mobilityopportunities for disabled people. Crucialhas been partnership working withrepresentative organisations andtransport operators, for example:

• Bristol Older Persons’ Forum, BristolWomen’s Forum, Bristol Youth Forumand Bristol Race Forum.

• Initiatives with transport operatorsand other organisations to improvepersonal security measures across the‘whole journey.’

• Community transport sector - RuralAction/ Countryside Agency, RuralTransport Partnership, unmet needsstudies.

• Bristol Disability Forum, SouthGloucestershire Disability EqualityForum, Tripscope, transport operatorsand the West of England Coalition forDisabled People.

Getting Around By Bus3.40 Key parts of our bus strategy have been to

improve the network of conventional busservices and to make sure as many peopleas possible have access to it (go to Table5.1). Our investment in bus showcaseroutes has helped secure improvements tocommercial services for people forexample in South Bristol who suffer fromhigh levels of unemployment and need toget to employment areas in the city centreand the North Fringe (go to Table 5.1).Access to job opportunities, shops andother facilities has also been improved forresidents in some of the more deprivedareas of Weston-super-Mare as a result ofthe service 7 showcase route investment(go to Table 5.1).

3.41 Commercial services are only part of thestory and during the LTP period we spentover £20m on supporting sociallynecessary, non-commercial bus servicesaided by £3.1m from Rural Bus SubsidyGrant. We also successfully attracted£2.9m from Urban and Rural BusChallenge and this has enabled us tobring in a variety of new services to tacklesocial exclusion.

3.42 One example of innovation has been oursuccessful Kickstart Urban Bus Challengebid to pump prime a bus service inWeston-super-Mare to improve access toWeston General Hospital on the southern

Community Transport

37

outskirts of the town (go to Table 5.1).This resulted in new, higher frequency lowfloor bus services with less need tochange buses to get to the hospital.Another hospital to benefit from a newbus service has been the Royal United inBath. Service 42, backed by Urban BusChallenge funding, links the hospital toareas of deprivation in the south of Bath(go to Table 5.1). For part of the route inBath it operates as a demand-responsiveservice. Passenger numbers have risensteadily since its introduction in June2003 and it now carries over 5,000passengers a month.

3.43 The Chew Valley Explorer is an example ofa rural bus service where Rural BusChallenge funding of over £640,000 hasgiven us the opportunity to add to ourown revenue support and enhance aservice that serves 14 rural parishes (go toTable 5.1). Apart from enhancingaccessibility for rural communities southof Bristol the Explorer provides a linkbetween Bristol, including disadvantagedareas in south Bristol, to the surroundingcountryside. The service has carried290,772 passengers since 2001.

3.44 Even greater focus has been put on busaccessibility in our JLTP. Mapping withAccession software and close work withour partners has highlighted problemareas and we have a programme ofAccessibility Action Plans to follow up inthe next five years.

Making Buses More Accessible3.45 Partnership working with First has seen

major investment in new, low floor busesand our work on showcase bus routes has

included provision of raised and droppedkerbs at bus stops to make it easier for theless mobile to get to the stop and enterand leave the bus. Similar improvementshave been delivered on different routesacross the Greater Bristol area and goodprogress has been towards making ourstops fully accessible:

• Bath and North East Somerset: 131stops with raised kerbs, 11% of totalcompared to 5% in 2002/03 (localtarget T21).

• Bristol: 247 stops with raised kerbs.Now 22% of all stops.

• North Somerset: 212 stops with raisedkerbs, 19% of total compared to 5% in2000/01.

• South Gloucestershire: 125 stops withraised kerbs.

3.46 In the rural areas north and east of Bristolwe made successful bids for Rural BusChallenge funding to carry out aprogramme of Rural Interchange Hubs atAlmondsbury, Wick, Pucklechurch andAlveston. These Hubs included new highquality bus shelters, raised kerbs,improved pedestrian crossings andfootways, cycle storage facilities and largelay-bys for buses, community transportand taxis. Rural Bus Subsidy Grantfunding helps provide 18 new andimproved services linking in with some ofthese interchanges. 75,000 extrapassengers journeys a year are now madeas a result of these measures to tacklesocial inclusion.


Chew Valley Explorer Service

Raised Kerb

38

Better Information3.47 Through our Bus Quality Partnerships and

Bus Information Strategies we havesought to promote the whole network ofcommercial and supported buses. This hasbeen through door-to-door publicity,roadside displays at stops, leaflets andmaps and our involvement with traveline.One example is the 100,000 maps in ahandy fold out credit card size coverdistributed in South Gloucestershire tocover locations such as Frenchay andSouthmead Hospitals. In Bath and NorthEast Somerset all households havereceived a public transport map and newstyle bus stop displays have beenproduced, tailored for individual stops andwith improved legibility.

Expanding the Role of Community transport

3.48 Many people cannot get to key facilitiesand services because they have difficultyusing conventional public transport orthere are no buses where they live.Disabled people, elderly people, people

with learning disabilities and many othergroups can have particular difficulty. Inresponse we have made a big effort toexpand community transport to enhanceaccessibility for both urban and ruralresidents.

3.49 In the Greater Bristol area we had by2004/05:

• 11 Dial-a-ride schemes carrying123,000 passengers.

• 19 minibus schemes carrying 205,000passengers.

• 2 taxi buses started.

• 19 community/ social car schemescarrying 14,000 passengers.

3.50 Bristol Community Transport and BristolDial-a-Ride have expanded theiroperations significantly in the last fiveyears. Dial-a-ride has expanded to coverthe whole of the city and 12 new vehicleshave been provided as part of partnershipagreements to assist with fleetmaintenance and vehicle replacement.Patronage in the city has gone up by over70% in the last five years.

3.51 New community transport services havecommenced in Lawrence Weston, KnowleWest, Ashley/Easton and south Bristol inconjunction with the Hartcliffe andWithywood Community Partnership. TheDial-a-Ride Health Matters servicecommenced in 2004, delivering patientsto health centres in the deprived areas ofSouthmead and Lawrence Hill. Theassociated Life Opportunities projectstarted in 2005, taking disabled studentsto training centres in the same areas.

Improved Bus Timetables

Travel Information Centre

Fare Car

39

3.52 In the urban areas, towns and ruralcommunities north and east of Bristol wehave worked closely with the communitytransport sector in developing new andexisting schemes and ways to generaterevenue. With substantial help from RuralBus Challenge funding we have supportedthe merger of 4 Towns Transport with ValeLink Community Transport creating asingle organisation delivering accessibletransport throughout the Severn Valearea. The merger reduced the number ofduplicated journeys and created a singlecentre for co-ordinating trips. A newtrading arm, Severnside Transport Limited,will deliver commercial services with allthe profits used to support communitytransport. There are now more than 6,000passenger journeys a month in theseareas- 6,000 journeys that might nototherwise have been made.

3.53 Rural Bus Challenge Kickstart funding wascrucial in expanding Dial-a-Ride servicesin the towns and villages to the south andwest of Bristol. Through a partnershipwith Nailsea & District CommunityTransport, this funding, supplemented byRural Transport Partnership and ParishTransport Grant funding, has been used topay for extra vehicles and drivers. This hasallowed coverage of the service to beextended to the towns of Clevedon andPortishead as well as many villages.Passenger numbers have gone up by137,000 between 2000/01 and 2005/06,an 11% increase.

3.54 New demand responsive services havealso been introduced in Weston-super-Mare, Keynsham and Norton-Radstock.Weston-super-Mare’s town scheme beganin 2001 with support from SRB andLottery funding and was extended tonearby rural areas in 2004 with RuralTransport Partnership funding. Keynsham& District Dial-a-Ride, launched in 2003with support from Bath and North EastSomerset Council and the Town Council,carried 7035 passengers in 2005/06. TheNorton-Radstock area scheme waslaunched in 2004 with local authority,

Town Council and Countryside Agencyfunding and attracted 7,134 passengers in2005/06.

3.55 During the life of the LTP we havecontributed over £5m towards therunning costs of community transport inthe Greater Bristol area. Successful Ruraland Urban Bus Challenge and EC fundingbids has provided substantial capitalinvestment. There has been a substantialgrowth in patronage since 2001:

• 6,000 passengers a month in SouthGloucestershire, a 316% increase on2000/01.

• 70% rise in passengers in Bristol.

• 43% rise in passengers in NorthSomerset up from 28,424 in 1999 to40,773 in 2005/06 substantiallyexceeding the local target of 39,794.

• 42% rise in passengers in Bath andNorth East Somerset, 58,931 in2004/05, compared to a 2001/02baseline of 41,392 (Local target T25).

Other Ways We Have Aided Social Inclusion

Concessionary Travel

3.56 In 2004 we combined our individualconcessionary travel schemes to allow buspass holders to travel at half fareanywhere within the Greater Bristol area.This has since been progressed to the newjoint Diamond Travelcard schemeintroduced in 2006 providing free bustravel from 9am on any weekday journey.


Midsomer Norton Dial a Rire

40

Taxi Sharing

3.57 A new taxi-sharing service has beenintroduced for residents of Barton Hill, StPhillips and St Annes, areas of Bristol withrelatively low levels of car ownership andnot well served by conventional publictransport. This scheme is run on behalf ofthe Council by a local operator whohandles bookings and matches residents’trip requests to enable people to sharetheir journeys. This keeps travel costs toonly 50p per person. Launched in Spring2005 the scheme already has almost 150members. Early indications are that theyare accessing a wide range of services,including shopping, education andemployment for trips that they wereotherwise unable to make.

3.58 A similar concept in a rural context is theFare Car scheme introduced for residentsin small communities north of Bath. Apartnership between Bath and North EastSomerset Council and a local taxi firm,this scheme provides a vital link to BathCity Centre and replaces a conventionalbus service. It operates two days per weekat fixed times, providing two journeys ineither direction for a fixed fare.Membership of the scheme is free andtravel into the City must be booked inadvance. In the first 11 months it carried1435 passengers.

Blue Badge Parking

3.59 We have ensured that disabled motoristsare not disadvantaged by trafficmanagement or parking measures bysubstantially increasing the number ofdisabled persons’ parking bays in the lastfive years. In South Gloucestershire for

example the number has nearly doubled.For North Somerset the number ofdisabled persons’ bays located at keylocations has been increased from 47 in2000 to 154 in 2005, up 228%.

Dropped Kerbs

3.60 Continued prioritisation of footwaymaintenance, and the enhancement ofcrossings have significantly improved thepedestrian environment for disabledpeople. Progress includes:

• 100% of controlled pedestriancrossings in North Somerset nowincorporate facilities for disabledpeople.

• 100% of pedestrian crossings in Bristolincorporate facilities for disabledpeople up from 48% (Local Targetmet).

New Disabled Parking Bays

Making Use of Dropped Kerbs

41

4. Progress Towards Targets

Overall Progress on CoreTargets

4.1 We have made excellent progress inmeeting the LTP Core Targets. 62% ofthem are on track (go to Figure 4.1).There are now 1.2 million extra peopletravelling by bus, 26% more peoplecycling, the lowest ever number ofchildren killed or seriously injured inaccidents and our highway network is inthe best state it has been in. This is allagainst a national backdrop of decliningbus and cycle use. We are reversingnational trends.

4.2 For some of the Core Targets we have seenimprovement but not achieved thechallenging goals we set ourselves.Setting targets is difficult. Who couldhave foreseen at the start of the LTP thehuge increase in the price of oil and theimpact this would have had on fares andbus patronage at the end of the plan

period? Yet despite this we still achievedgrowth. Overall we believe that our LTPhas been successful and that judgedagainst our achievements we haveperformed well.

4.3 Furthermore our progress is across a richlydiverse area with characteristics, problemsand issues ranging from those of deprivedinner city areas to isolated settlements,from vibrant city centres to bustlingmarket towns and from the suburbs toour villages and hamlets. Few other LTPsin the country have had to deal with such


Achieved or On Track

62%

Not Achieved or Not on Track 38%

Figure 4.1 - Greater Bristol Progress on Core Targets

Table 4.1 - Achieving Our Targets

Target Start of Plan End of Plan ACHIEVEMENT Target

Principal Roads 16.6% 8.0% 52% reduction in roads On track – target(2001/02) (2005/06) in need of structural exceeded and 12%

repair threshold met

Non-Principal 37.4% 13.6% 64% reduction in roads On track – targetRoads (2002/03) (2005/06) in need of structural exceeded

repair

Unclassified 25.4% 9.6% 62% reduction in roads On track – targetRoads (2002/03) (2005/06) in need of structural exceeded and 12%

repair threshold met

Bus Patronage 52.8M 54.0M Extra 1.2M bus Not on track – extra(2001/02) (2005/06) passengers 2.55M passengers

required to meet target

Rural Accessibility Index =100 Index =113 13% improvement in On track – target(2001/02) rural accessibility exceeded

KSIs 467 430 37 fewer serious or Not on track – Further(1994-98 (2005) fatal casualites reduction of 70average) required to meet target

Child KSIs 60 43 17 fewer serious or On track – target(1994-98 (2005) fatal casualites exceeded average)

Cycling Index =100 Index =126 26% increase in cycling Not on track – 30% (2000/01) (2005/06) increase required to

meet target

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diversity. We have done so successfully asTable 4.1 shows. More detail can be foundin the four Proforma A tables at the end ofthe Delivery Report.

4.4 We recognise when judged against someof our targets we have not always beensuccessful but we believe that narrowlyfailing an ambitious target like cycling isbetter than succeeding against a very easytarget. Achieving bus patronage growth,when most of the rest of England outsideLondon is experiencing decline, is again atremendous achievement.

4.5 Our greatest disappointment is our slowprogress towards reducing the numbers ofpeople killed and seriously injured in roadaccidents. Notwithstanding our concernsabout the baseline, which DfT and thePolice have acknowledged under-recording accidents by up to 40%, we hadplanned a more significant reduction.Looking ahead the JLTP puts in placemeasures to improve our road safetyperformance and indeed the most recentaccident figures show that these arehaving success.

Integrated TransportBus Patronage and Satisfaction

4.6 In the five years an extra 1.2m passengerswere carried on Greater Bristol busservices (go to Figure 4.2). Althoughgrowth was not as much as we had hopedit is a creditable performance seen againstthe general decline in national buspatronage outside London. (In the firstfour years we had growth of almost 3%compared to a decrease of 4.5% inpassenger journeys in English non-Passenger Transport Executive areas).Where we have worked with theoperators on showcase routes there hasbeen substantial patronage growth (12%on A38 Bristol/Cribbs Causeway route inthe first year; almost 10% on service 13 inBath in twelve months; 20% on service 7in Weston-super-Mare in two years). By2003/04 we were on track to meet ourGreater Bristol target (go to Figure 4.2).

4.7 We are disappointed that the last twoyears has seen a drop in patronage,notably in Bristol. The reasons are thoughtto include shortages of bus drivers andfare increases due to higher fuel andinsurance costs. (Fares went up on threeoccasions in 2005). Another factor is the

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Figure 4.2 - Bus Passengers in Greater BristolNot on track but 1.2m extra passengers

43

short term adverse effect of theBroadmead shopping redevelopmentalthough when the new shopping centreopens in 2008 large increases inpassengers are expected.

4.8 Outside Bristol the renewal of the Bathbus fleet by First and the introduction of aflat fare system in Weston-super-Marehave helped boost passenger numbers.The rise in South Gloucestershire in2005/06 is at least in part attributable tothe Bus Service Review carried out in2004/05. This led to the introduction ofnew and enhanced services and improvedbus rail links to Bristol Parkway andKeynsham stations. In Bath and NorthEast Somerset and South Gloucestershirewe have achieved our 2005 targets andNorth Somerset is well on the way toachieving its 10 year target. We expectedto achieve 1.1m extra passengers outsideBristol in the five years but actual growthwas 2.1m (go to Figure 4.2a).

4.9 Surveys in 2003/04 showed that 38% ofpeople were satisfied with bus services.Our next survey is in 2006/07 when weexpect the rating will have improved.

Remedial Action for Buses4.10 In partnership with the operators we have

continued to deliver a range of integratedtransport measures to foster bus use andwe intend to accelerate this programme(go to Table 5.1). The TravelBristol Info

Centre has been set up to enhance businformation in the city and we haveworked together to bring in the area-wideDiamond concessionary travel scheme. Wehave reviewed and updated our busstrategy as part of our new Joint LTP. Asshown by the Greater Bristol StrategicTransport Study we will rely on thesuccess of our Greater Bristol Bus Networkand Bath Package major schemeinvestments to really give an impetus toupgrading services and achievingpassenger growth. In 2005 we signed aConcordat with First to implement theGreater Bristol Bus Network scheme. BusPunctuality Improvement Partnerships arealso being formed to tackle problems ofunreliability.

Road Casualties4.11 In the last five years the number of people

in the Greater Bristol area killed orseriously injured has decreased by almost7% (go to Figure 4.3). The figure of 430 for2005/06 was significantly down on theprevious year and we see this trendcontinuing. Measured against the 1994-98 baseline both the SouthGloucestershire and North Somersettargets are on track to be met. SouthGloucestershire’s 2005 figure was thelowest since 1996 despite traffic andpopulation growth at above nationalaverage rates. This success lies in a fiveyear programme of active and targetedlocal safety and engineering schemesbacked up by major and innovativeeducation and training campaigns (go toChapter 5 Road Safety Plan Strategy). Thecasualty figure in North Somersetdropped by 28% over the last year from111 to 80 and this begins to reflect theamount of funding that has beenallocated to road safety projects.

4.12 Targets in Bristol and Bath and North EastSomerset are not on track but we believeprogress is better than the figures suggestas the 1994-98 baseline is low, perhaps byup to 40%, due to the underreporting ofserious casualties in that period.


Nu

mb

er o

f p

asse

nge

rs p

er a

nn

um

(m

illio

n)

20

20

21

21

22

22

23

23

2001/02 2002/03 2003/04 2004/05 2005/06

LTP TargetActual

Figure 4.2a - Bus Passengers Outside BristolOn track, patronage up by 2.1m

Note: Outside Bristol refers to the areas of Bath & NorthEast Somerset, North Somerset and SouthGloucestershire.

44

4.13 Whilst there are encouraging trends in thecasualty figures for pedestrians and caroccupants, accident trends among cyclistsand powered two wheeler (PTW) ridersare disappointing.

Road Safety Remedial Action 4.14 In North Somerset a Road Safety Action

Plan was produced identifying the mostvulnerable road users. This has assisted inrefining the types of schemes andeducational/publicity work undertaken sothat the greatest benefit can be achievedfor the amount of investment available.

4.15 To address higher than average accidentrates in disadvantaged areas theKingswood Road Safety Project targetedall age ranges with roadshows, activitycompetitions, driver training and talks anda ‘Road Safety Day.’ David Jamieson, thethen Minister for Transport, praised thecampaign for providing local people withhelpful advice about how to stay safe onthe roads. The project has been repeatedwith similar success in Yate.

4.16 In Bath and North East Somersetsuccessful reductions have been achievedby comprehensive and collaborativeinitiatives such as Safer Routes to Schooland safety cameras. ‘Road Safety- The WayForward’ was published in 2005

promoting a range of measures, includingengineering, education and enforcementand partnership working.

4.17 In our JLTP we have set out acomprehensive Road Safety Action Planwith measures directed at both urban andrural areas and extending beyond thetraditional ‘Education, Engineering,Enforcement’. Speed management andenforcement will play their part and welook forward to making good use of theextra resources coming through changesin camera safety partnership funding.

4.18 We intend to establish an area-wideprogramme of road safety education,training and publicity initiatives for PTWriders and other road users and focusengineering on sites with highproportions of PTW casualties. If ourGreater Bristol Bus Network majorscheme goes ahead there is also scope toopen up more bus lanes for PTW riders.

Hutton Traffic Calming

Figure 4.3 - Killed or Seriously Injured Casualties in Greater Bristol areaCasualties down 8% on 1994-98 average but not yet on track

0

100

200

300

400

500

600

1999

94-98 A

ve2000

20012002

20032004

20052006

20072008

20092010

Nu

mb

er o

f ki

lled

or

seri

ousl

y in

jure

d

LTP TargetActual

45

4.19 For cyclists we will enhance our trainingprogrammes and implement a range ofmeasures to improve safety, as outlined inour JLTP Cycling Action Plan.

Child Road Casualties4.20 Tackling child casualties is a success story.

The number killed or seriously injuredfluctuates because of the relatively smallnumbers. But taking our area as a whole,total child casualties have fallensubstantially and we are on track to meetour overall target (Figure 4.4).

Cycling4.21 Cycling in the Greater Bristol area has

grown by 26% since 2000/01 in sharpcontrast to the downward trendnationally (go to Figure 4.5). (Between2000 and 2004 cycling in our area wentup by 22% compared to a 7% dropnationally: DfT Transport Trends 2005,based on vehicle kilometres). We areproud of our achievements and havechosen to report in detail on the successof our cycling strategy in Chapter 5.

4.22 We set our sights very high and althoughexceptional progress has been made, ithas not been possible to meet ourambitious target. In Bristol the figureshave fluctuated and, whilst 3% below the

trajectory in 2005/06, cycle usage isexpected to recover. The complementarylocal indicator measuring cycling flowsinto the central area of Bristol has showngreat success, with a 60% increase. This iseven more significant bearing in mindthat this growth is additional to analready high base.

4.23 There has been a sustained increase inBath and North East Somerset, one of thehighest across the South West authorities.Because of significant growth in the earlyyears of the period a more stretching, 5-year target was adopted in 2003. The finalfigure for 2005 was below the target butonly by 2%.

4.24 Over the LTP period cycling has increasedby 28% in South Gloucestershire and the


1999

94-98 A

ve2000

20012002

20032004

20052006

20072008

20092010

Nu

mb

er o

f C

hild

KSI

Cas

ual

ties

0

10

20

30

40

50

60

70

80

LTP TargetActual

Figure 4.4 - Child Killed and Seriously Injured (KSI) Casualties in Greater Bristol areaOn track

New Cycle Parking Facilities

46

target has been achieved. The widespreadimplementation of measures (go to Table5.4 Cycling Plan Strategy), the filling in of‘missing gaps’, promotion of Travel Plans(go to Table 5.5 Travel Plan Strategy) andextensive publicity have all helpedmaximise the role of cycling.

4.25 North Somerset has seen an encouragingincrease in cycling over the five yearperiod although the increase has not beenin line with our trajectory. From abaseline of 4919 in 1999/00 cycling in thedistrict grew to 5230 by 2005/06, anincrease of 6.3%.

Remedial Action for Cycling4.26 Our JLTP Cycling Action Plan is an essential

part of our strategies for tacklingcongestion and improving accessibility.We will be working with our partners tofurther promote cycling, for example byincreasing travel plan activities andsecuring more infrastructure through landuse planning. Provision of traffic freeroutes and convenient and safe on-roadfacilities will continue to be key featuresin our implementation programme.

4.27 Education, training, publicity andpromotion will continue to back up ourcapital investment in infrastructure.Expansion of bus lanes through ourGreater Bristol Bus Network majorscheme would also give a fillip to cycling,as shown with the A38 showcase busroute in Bristol.

Rural Accessibility4.28 There are about 15000 households who

live in small villages, hamlets or scatteredrural communities. They represent only4% of the Greater Bristol area’s populationand providing them with even a minimalconventional bus service has been a realchallenge. Nevertheless we are on trackoverall to meet our targets, assisted byRural Bus Subsidy Grant and Rural BusChallenge funding as well as our ownrevenue support.

80

90

100

110

120

130

140

150

2000/01

2001/02

2002/03

2003/04

2004/05

2005/06

Leve

l of

cycl

ing.

Bas

e

ind

ex o

f 10

0

LTP TargetActual

Figure 4.5 - Growth in Cycling in Greater Bristol areaGrowth but 2005/06 target not quite met

Cycling Publicity and Promotion Event

47

4.29 In South Gloucestershire 4 new busservices were introduced in 2004augmented by a further 27 peak hourrural buses and enhanced hourly serviceson 8 key routes in 2005. The result: theten year target met in five years. NorthSomerset is also on track to meet its 2010target with the filling in of gaps in busservice provision planned from 2006/07onwards. We have found in Bath andNorth East Somerset that the dispersedpattern of many small communities isespecially suited to community transportrather than mainstream bus services.There the 2005 figure for bus serviceaccess is slightly below the trajectory butcommunity transport patronage has goneup to compensate.

Highway MaintenanceBackground

4.30 We look after almost 5000 km of roadsand through our substantial capital andrevenue programmes we have made greatstrides in improving their condition.

Overall, we are satisfied that we are ontrack to meet our targets. Key challengesin the last five years have included thedifficulty in monitoring highway conditionbecause of changes in survey methodsand the exceptional weather in winter2000/01. We have carried out 337maintenance schemes involving 205km of carriageways.

4.31 Bristol City Council has developed its ownhighway network management plan toaddress local conditions and provide awider assessment of the highway. Whilstthis approach did not include trajectories,making it difficult to show combinedtrajectories and targets, Figures 4.6, 4.7and 4.8 do indicate Bristol’s 2005/06performances.

Condition of Principal Roads

4.32 Monitoring the condition of the GreaterBristol area’s 400km of ‘A’ roads changedfrom deflectograph to SCANNER surveysso it is difficult to compare recent figureswith those in the early LTP years. Based onthe most up-to-date figures we aresatisfied that we have achieved ourindividual targets. In 2005/06 weestimate that only 33km of our principalroad network were in need of structuralrepair. This represents 8%, much betterthan the DfT’s benchmark of 12% for goodcondition (go to Table 4.2). Figure 4.6compares performance across the LTPperiod outside Bristol (areas of Bath andNorth East Somerset, North Somerset and


Table 4.2 - Proportion of Principal Road Network in Need of Structural Repair (actual %)Year Bristol Outside Greater Bristol

Bristol Area Total

2000/01 0.3 17.9 13.9

2001/02 7.0 19.5 16.6

2002/03 14.7 17.2 16.6

2003/04 14.7 16.4 16.0

2004/05 42.8 25.9 29.8

2005/06 11.1 7.1 8.0

Note: Outside Bristol refers to the areas of Bath & North East Somerset, North Somerset and South Gloucestershire.

Rural Bus Use

48

South Gloucestershire) with the LTPtargets. Bristol’s performance in 2005/06is shown on Figure 4.6 as clearly meetingthe 12% benchmark.

4.33 Schemes completed in the five years haveincluded:

• A367 Wellsway between A36 and OddDown in Bath: strengthened andresurfaced in 2003/04. Combinedwith new drainage, footway, lightingand signing at a cost of £2.3m, asuccessful bid for ExceptionalMaintenance funding.

• A38 Highridge to Barrow Tanks:another successful ExceptionalMaintenance funded scheme costing£2.1m on the main route to BristolInternational Airport.

• A38 Aztec West gyratory, nearJunction 16 on the M5: resurfacingscheme requiring extensive public andbusiness consultation because of hightraffic volumes and the residentialenvironment. Work done at night,with the full surface available fordaytime traffic. Low noise surfacingmaterials used.

• A36 Lower Bristol Road in Bath,comprehensive maintenance schemewith substantial night working tominimise disruption to traffic.

• A37 Wells Road at Whitchurch:partnership working with utilitycompanies to enable theirinfrastructure projects to go aheadduring road closure.

Condition of Non-Principal Roads

4.34 As with the principal road network,changing survey methods make it difficultto measure progress on maintaining our1200 km of non-principal roads. But againwe are confident that our targets havebeen met (go to Table 4.3). In 2005/06 weestimate that 164 km were in need ofstructural attention. This represented13.6% of the network, slightly above theDfT 12% threshold but nevertheless agreat improvement on the 2002/03 figureof 37.4%. There is a very clear downward

0

5

10

15

20

25

30

2000/01 2001/02 2002/03 2003/04 2004/05 2005/06

% o

f ro

ads

in n

eed

of r

epai

r

Actual

DfT Threshold

Target

Bristol 2005/06Performance

Figure 4.6 - Maintenance of Principal Roads

Note: Target and actual performance trajectories relate to Bath & North East Somerset, North Somerset andSouth Gloucestershire only. Target higher for 2005/06 owing to re-basing by Bath & North East Somerset.

A38 Reconstruction

49

trend here and building on this successand our experience we are confident the12% DfT threshold will be soon be reachedin the JLTP period. Figure 4.7 comparesperformance Outside Bristol with the LTPtargets. Bristol’s final year performance in2005/06 is also shown with the 12%benchmark being met.

Condition of Unclassified Roads4.35 We have over 3200km of unclassified

roads to maintain. Progress on improvingthe condition of the network has beengood. By 2005/06 we estimate that only9.6% of these roads are in need ofstructural repair (go to Table 4.4). In Bathand North East Somerset, North Somersetand South Gloucestershire we are wellbelow our own targets and the 12% DfTthreshold. The proportion of unclassifiedroads in Bristol needing work is above theDfT threshold but we consider that wehave arrested the deterioration in thecity’s network and it is now in reasonablysound condition. Figure 4.10 comparesperformance outside Bristol with the LTPtargets. Bristol’s 2005/06 performance isshown.

Footways4.36 In 2005/06 20.3% of our 6000km of Group

1 and 2 footways were in need of repair.This is below the DfT threshold of 25%and a great improvement on the 29.5%registered in 2003/04. We spent £7.9m onfootway maintenance capital schemes inthe five year period.

Bridges and Structures4.37 We implemented 51 bridge schemes at a

cost of £7.6m and 65 other structuralmaintenance projects at a cost of £6.6m.Schemes have included:

• Bristol Bridge: £1.3m project tostrengthen city centre crossing of theFloating Harbour.

• Yanley Viaduct on A370, replacementof bearings on main commuter routeinto Bristol.

• Somervale Road (East) on A362between Radstock and MidsomerNorton, reinforced concrete stressrelieving slab above existing archbarrel.


Table 4.4 - Proportion of Unclassified Road Network in Need of Structural Repair (actual %)Year Bristol Outside Greater Bristol

Bristol Area Total

22002/03 15.9 29.4 25.4

2003/04 7.0 15.9 13.3

2004/05 4.6 13.8 11.1

2005/06 18.3 5.9 9.6Note: Outside Bristol refers to the areas of Bath & North East Somerset, North Somerset and South Gloucestershire.

Table 4.3 - Proportion of Non- Principal Road Network in Need of Structural Repair (actual %)Year Bristol Outside Greater Bristol

Bristol Area Total

2002/03 26.8 38.6 37.4

2003/04 26.8 23.4 23.7

2004/05 2.2 17.2 15.6

2005/06 9.0 14.2 13.6Note: Outside Bristol refers to the areas of Bath & North East Somerset, North Somerset and South Gloucestershire..

50

0

5

10

15

20

25

30

35

2002/03 2003/04 2004/05 2005/06

% in

nee

d of

rep

air

Actual

DfT Threshold

Target


Figure 4.8 - Maintenance of Unclassified Roads

Note: Target and actual performance trajectories relate to Bath & North East Somerset,North Somerset and South Gloucestershire only.

0

5

10

15

20

25

30

35

40

2002/03 2003/04 2004/05 2005/06

% o

f ro

ads

in n

eed

of r

epai

r

Actual

DfT Threshold

Target


Figure 4.7 - Maintenance of Non-Principal Roads

Note: Target and actual performance trajectories relate to Bath & North East Somerset,North Somerset and South Gloucestershire only.

51

Capital Spending

4.38 We spent some £67m of mainstream LTPfunding on maintenance schemes. Inaddition we have deployed additionalfunding from other sources, including:

• DfT Exceptional Maintenance funding(£4.717m for A367 and A38 schemes).

• Local Public Service Agreements (forexample North Somerset’s £1m in2004/05).

• Funding of £1.15m for street lightingin South Gloucestershire in 2004-2006from Council’s own resources.

• £4.4m spent on highway maintenancefrom Bristol City Council’s ownresources reflecting the high prioritygiven to maintaining and improvingthe highway fabric.

• £1.6m additional spending by Bathand North East Somerset on highwaymaintenance.

• Additional SCA (for exampleemergency funding of £0.49m forHinton Hill slope stabilisation nearWellow, south of Bath; funding of£0.14m to remove highway elms inSouth Gloucestershire).

Revenue Spending

4.39 In the LTP period we spent of the order of£90m of revenue funding on assetmanagement including:

• Carriageways.

• Footways.

• Drainage.

• Winter maintenance.

• Hedges and verges.

• Street lighting.

• Bridges.

• Public Rights of Way.

• Cycling.

• Traffic signals.

• Signs and lines.

Progress on Local Targets4.40 In the LTP we all had a wide range of local

targets both outcome and output based.Relevant targets, particularly outcomebased ones, have been drawn uponthroughout this Delivery Report.

Summary4.41 Table 4.5 provides a useful summary of

our overall progress towards meeting LTPcore targets.


Bridge maintenance, before and after

52

Table 4.5: Summary of Performance on Core TargetsCore Indicator Bath & North Bristol North South Greater

East Somerset Somerset Gloucester- Bristolshire

Principal Roads BV223 achieved achieved achieved achieved achieved

Non Principal Roads BV224a achieved achieved achieved achieved achieved

Unclassified Roads BV224b achieved not achieved achieved achieved achieved

Bus passenger journeys achieved not on track not on track achieved not on track

Access to rural bus services not on track * on track on track on track

Deaths and serious injuries not on track not on track on track on track not on track

Children killed and on track not on track on track on track on trackseriously injured

Cycling not achieved not on track not on track achieved not on track

Note: Columns 2 to 5 reflect the data in Proforma A. Column 6 is our

average performance taking the Greater Bristol area as a whole.

* Not applicable

53

5. Delivery of LTP Strategies(Proforma B)

Introduction5.1 This chapter summarises our LTP

achievements over the last five years inthree key delivery areas:

• Public Transport.

• Road Safety.

• Sustainability.

5.2 In line with the Delivery Report Guidance(2006) we have chosen two furtherstrategies where we have successfullydelivered right across our area:

• Cycling.

• Travel Plans.

5.3 We chose cycling because against anational decline we have delivered a 26%growth in the number of people going bybike. Our Core Target may not be on trackbut we are making a difference. TravelPlans was chosen because we have beenboth innovative, with our car sharingscheme, and active in meeting localtargets and helping to deliver recordnumbers of travel plans.

5.4 For each of the strategies we report onwhat we planned to do, based around theoriginal LTP requirements for a good plan,what we did and an explanation for anychanges to what was planned. Whereverrelevant, Core Indicators and local targetsare used as supporting evidence.Examples of best practice are frequentlygiven. A summary headline for each partof the strategies is provided based on:

• Strategy implementation hasexceeded expectations.

• Strategy broadly implemented asplanned.

• Some elements of the Strategy notdelivered.

5.5 Figure 5.1 provides the overall picture ofour success.


Elements not delivered 3% Number of plan

strategy elementsexceeded

expectations 13%

Broadly implemented as planned 84%

Figure 5.1 - Delivery of LTP Strategies

54

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

We

spen

t£1

8.8m

over

the

LTP

perio

d on

sup

port

ing

204

serv

ices

acr

oss

the

area

per

yea

r. O

ver

4.5

mill

ion

pass

enge

rs w

ere

carr

ied

on th

ese

serv

ices

eac

h ye

ar. W

itho

utou

r sup

port

they

wou

ldei

ther

run

in a

redu

ced

form

or n

otat

all.

The

y pr

ovid

e va

luab

le s

ervi

ces

to a

reas

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erw

ise

poor

ly s

erve

d by

pub

lic tr

ansp

ort.

Rura

l Bus

Sub

sidy

Gra

ntto

talli

ng £

3.3m

has

been

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nton

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port

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35ru

ral b

us s

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ces

acro

ss th

e th

ree

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l aut

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The

se s

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ces

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ied

225,

000

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enge

rs in

200

5/06

and

hav

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com

e an

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enti

al m

eans

of a

cces

sing

the

publ

ic tr

ansp

ort

netw

ork

for r

ural

resi

dent

s. In

2005

/06

the

auth

orit

ies

spen

t£7

.5m

on tr

avel

con

cess

ions

for o

ver 1

58,8

00re

side

nts.

Aro

lling

pro

gram

me

of b

us b

oard

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s) a

nd w

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r acc

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ble

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ters

has

bee

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plem

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ross

the

area

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atly

ass

isti

ng th

e m

obili

ty im

paire

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ting

aro

und.

Dur

ing

the

plan

per

iod

664

rais

ed k

erbs

and

327

new

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lter

s ha

ve b

een

deliv

ered

.

Anu

mbe

r of i

nnov

ativ

ebu

s se

rvic

es h

ave

been

intr

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ed in

clud

ing

the

Chew

Val

ley

Expl

orer

serv

ice

whi

ch li

nks

14 ru

ral p

aris

hes

to jo

bs in

Bris

tol a

nd p

rovi

des

acce

ss to

the

coun

trys

ide

for

urba

n re

side

nts.

We

wer

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arde

d £1

88,0

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3 to

kic

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art

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mm

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al b

us s

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ce s

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ng a

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or n

ewho

usin

g ar

ea in

Wes

ton-

supe

r-M

are

(Urb

an B

us C

halle

nge

fund

ing)

and

this

has

resu

lted

in th

efo

llow

ing

key

impr

ovem

ents

:

•6

new

low

floo

r bus

es s

ervi

ng ro

utes

5/1

3 an

d 14

in W

esto

n-su

per-

Mar

e.

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tens

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of s

ervi

ces

13 a

nd 1

4.

•Pa

rtne

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p w

orki

ng w

ith

Uph

ill H

ospi

tal r

esul

ting

in n

ew tr

affic

man

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ent

arra

ngem

ents

and

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ture

inve

stm

ent

on s

ite.

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ised

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helt

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atke

y lo

cati

ons

alon

g th

e ro

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o do

or p

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ity

to p

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ote

the

serv

ices

and

add

itio

nal r

oads

ide

publ

icit

y at

stop

s.

The

deliv

ery

of th

is s

trat

egy

has

been

acce

lera

ted

thro

ugh

extr

a fu

ndin

g in

the

form

of R

ural

Bus

Sub

sidy

Gra

nt, U

rban

Bus

Chal

leng

e, R

ural

Bus

Cha

lleng

e an

dKi

ckst

art

fund

ing

com

peti

tion

s.

Sout

h G

louc

este

rshi

re’s

Bus

Serv

ice

Revi

ew in

200

4/05

led

to th

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trod

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on o

f 27

new

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k ti

me

serv

ices

in ru

ral a

reas

, enh

ance

d ho

urly

serv

ices

on

8 ke

y ro

utes

and

impr

oved

bus

rail

links

. The

se s

ervi

ce a

lter

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nsha

vebr

ough

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ith

them

an

incr

ease

inpa

ssen

ger l

evel

s up

5.6

% in

200

5/06

.

a)Su

bsta

ntia

lIm

prov

emen

ts to

serv

ices

and

netw

orks

acr

oss

the

area

.

1. B

us S

trat

egy

55


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

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tha

s be

en d

one

Expl

anat

ions

for c

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wha

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as p

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b)Su

bsta

ntia

lin

tegr

atio

n of

conv

enti

onal

bus

serv

ices

wit

h he

alth

and

com

mun

ity

tran

spor

tan

d th

evo

lunt

ary

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chie

vem

ent

ofta

rget

s

Stra

tegy

Impl

emen

tati

on h

as E

xcee

ded

Expe

ctat

ions

We

have

wor

ked

cont

inuo

usly

and

clo

sely

wit

h th

e co

mm

unit

y tr

ansp

ort

sect

or in

dev

elop

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and

exi

stin

g sc

hem

es.

All c

omm

unit

y tr

ansp

ort

min

ibus

es a

re n

ow w

heel

chai

r acc

essi

ble.

Com

mun

ity

tran

spor

tno

w p

rovi

des

on a

vera

ge 2

4,00

0jo

urne

ys a

mon

th th

is is

an

over

all

incr

ease

of 6

3%ov

er th

e fiv

e ye

ars

of LT

P.

Dur

ing

the

last

five

year

s a

num

ber o

f not

able

mile

ston

es h

ave

been

ach

ieve

d, e

xam

ples

of

whi

ch a

re a

s fo

llow

s:

•Th

e in

trod

ucti

on o

f 2 n

ew D

ial-a

-Rid

e sc

hem

es in

Key

nsha

m a

nd N

orto

n-Ra

dsto

ck b

roug

htab

out

over

14,

000

com

mun

ity

tran

spor

ttr

ips

in 2

005/

06.

•In

Bris

tol t

he e

xpan

sion

of t

he 2

mai

n co

mm

unit

y tr

ansp

ort

oper

ator

s re

sult

ed in

the

who

le o

fth

e ci

ty n

ow b

eing

cov

ered

by

Dia

l-a-R

ide.

12

new

veh

icle

s ha

ve b

een

deliv

ered

. Thi

s w

asfu

nded

thro

ugh

a su

cces

sful

Urb

an B

us C

halle

nge

Bid

and

loca

l aut

horit

y fu

ndin

g.

•A

new

fare

car

sch

eme

was

intr

oduc

ed in

Bat

h in

200

5 se

rvin

g 1,

435

pass

enge

rs in

10

mon

ths.

•Th

e RU

H p

ark

and

ride

serv

ice

was

intr

oduc

ed in

200

4 an

d lin

ks th

e Ro

yal U

nite

d H

ospi

tal t

oth

e O

dd D

own

Park

and

Rid

e si

te.T

he s

ervi

ce o

ffer

s fle

xibl

e ro

utin

g al

low

ing

the

serv

ice

todi

vert

to m

eet

dem

and.

Thi

s se

rvic

e ca

rrie

d 10

2,95

4 pa

ssen

gers

in 2

005/

06.

•4

rura

l int

erch

ange

hub

s ha

ve b

een

deliv

ered

in P

uckl

echu

rch,

Wic

k, A

lves

ton

and

Alm

onds

bury

pro

vidi

ng fa

cilit

ies

for c

omm

unit

y tr

ansp

ort

to li

nk w

ith

conv

enti

onal

bus

serv

ices

.

•N

ew a

cces

sibl

e bu

s se

rvic

e lin

king

Chi

ppin

g So

dbur

y, Y

ate

and

Fram

pton

Cot

tere

ll w

ith

Fren

chay

Hos

pita

l.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

In th

e la

stfiv

eye

ars

an e

xtra

1.2

mill

ion

pass

enge

rs h

ave

been

car

ried

by o

ur b

us s

ervi

ces

whi

chag

ains

tth

e ge

nera

l dec

line

in b

us p

atro

nage

out

side

Lon

don

is a

pos

itiv

e re

sult

.

In B

ath

and

Nor

th E

ast

Som

erse

tan

d So

uth

Glo

uces

ters

hire

we

have

ach

ieve

d ou

r 200

5 ta

rget

san

d N

orth

Som

erse

tis

on

trac

k to

mee

tit

s 10

yea

r tar

get.

Bris

tol’s

targ

etha

s pr

oved

to b

e ve

rych

alle

ngin

g an

d, d

espi

te a

larg

e am

ount

of e

ffor

t, is

not

on tr

ack.

Sout

h G

louc

este

rshi

re s

uppo

rted

the

mer

ger o

f 4 T

owns

Tra

nspo

rtw

ith

Vale

Link

Com

mun

ity

Tran

spor

tcr

eati

ng a

sing

le o

rgan

isat

ion

deliv

erin

g ac

cess

ible

tran

spor

tth

roug

hout

the

Seve

rn V

ale

area

. Th

e m

erge

r red

uces

the

num

ber o

fdu

plic

ated

jour

neys

and

cre

ated

a s

ingl

ece

ntre

for c

o-or

dina

ting

trip

s. A

new

trad

ing

arm

, Sev

erns

ide

Tran

spor

tLi

mit

ed, w

ill d

eliv

er c

omm

erci

al s

ervi

ces

wit

h al

l the

pro

fits

used

to s

uppo

rtco

mm

unit

y tr

ansp

ort.

Succ

essf

ul U

rban

and

Rur

al B

usCh

alle

nge

Bids

ena

bled

acc

eler

ated

deliv

ery

of th

is s

trat

egy.

Subs

tant

ial p

atro

nage

grow

th h

as b

een

deliv

ered

on

show

case

rout

es in

our

are

a.

Rene

wal

of t

he B

ath

bus

fleet

by F

irst

and

the

intr

oduc

tion

of a

flat

fare

sch

eme

inW

esto

n-su

per-

Mar

e ha

ve a

ll he

lped

boo

stpa

ssen

ger n

umbe

rs.

Shor

tage

s of

bus

driv

ers

and

huge

fare

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

56

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

d) M

ajor

out

puts

deliv

ered

by

part

ners

hips

, suc

h as

subs

tant

ial s

how

case

rout

es

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

We

have

all

iden

tifie

d sh

owca

se b

us ro

utes

and

ass

ocia

ted

part

ners

hip

wor

king

wit

h op

erat

ors

as a

maj

or p

riorit

y in

the

deliv

ery

of p

ublic

tran

spor

tst

rate

gies

. N

ew Q

ualit

y Bu

s Pa

rtne

rshi

psha

ve b

een

sign

ed in

the

last

5 ye

ars

betw

een

the

auth

orit

ies

and

maj

or b

us o

pera

tors

to s

how

com

mit

men

tto

par

tner

ship

wor

king

.

We

have

impl

emen

ted

a ta

rget

ed p

rogr

amm

e of

wor

ks a

long

11

show

case

bus

rout

es in

part

ners

hip

wit

h Fi

rst

Bus

the

maj

or lo

cal o

pera

tor.

Thes

e sh

owca

se ro

utes

incl

ude:

•Se

rvic

es 7

5, 7

6 an

d 77

, alo

ng th

e A3

8 co

rrid

or b

etw

een

Crib

bs C

ause

way

and

Har

tclif

fe;

•X1

Bris

tol t

o W

esto

n-su

per-

Mar

e, 7

Wes

ton-

supe

r-M

are

tow

n se

rvic

e, 1

3/14

Wes

ton-

supe

r-M

are

tow

n se

rvic

e se

rvin

g th

e ne

w h

ousi

ng e

stat

es a

tLo

ckin

g Ca

stle

, 13

Bath

cro

ss c

ity

serv

ice.

•Se

rvic

e 37

5/6

Wel

ls to

Bris

tol.

We

have

spe

ntov

er £

8mon

impr

ovem

ents

to th

ese

corr

idor

s in

clud

ing:

•Ra

ised

ker

bs a

tbu

s st

ops

and

drop

ped

kerb

s on

the

appr

oach

es to

sto

ps to

ena

ble

impr

oved

acce

ss o

nto

low

floo

r bus

es.

•Ad

diti

onal

bus

sto

ps a

tke

y lo

cati

ons

on th

e ro

ute

and

relo

cati

ng o

ther

sto

ps in

poo

r loc

atio

ns.

Bus

stop

mar

king

s on

the

road

to re

duce

par

king

on

the

appr

oach

to s

tops

.

•N

ew b

us te

rmin

als

atW

orle

and

Old

mix

on o

n th

e se

rvic

e 7

rout

e.

•N

ew b

us s

top

pole

s, fl

ags

and

tim

etab

le c

ases

at

all s

tops

whi

ch a

re in

divi

dual

ly n

amed

and

bran

ded

wit

h Tr

avel

ine

logo

det

ails

.

•Ad

diti

onal

tim

etab

le c

ases

at

bus

stop

s, a

nd d

oor t

o do

or ti

met

able

dis

trib

utio

n on

cer

tain

rout

es.

incr

ease

s in

this

are

a ha

ve p

reve

nted

the

incr

ease

in p

atro

nage

taki

ng p

lace

inBr

isto

l. A

3% in

crea

se in

pat

rona

ge w

asse

en o

ver t

he fi

rst

4 ye

ars

but

halt

ed in

year

5 fo

llow

ing

3 fa

re in

crea

ses.

Init

ial p

repa

rato

ry w

orks

for B

risto

l’sse

cond

sho

wca

se b

us ro

ute

on A

420

/A4

31 c

orrid

or (B

risto

l Cit

y Ce

ntre

toKi

ngsw

ood)

wer

e un

dert

aken

dur

ing

the

LTP.

Thi

s ha

s in

clud

ed c

ompl

etin

g th

ein

itia

l des

ign

for t

he s

chem

e; n

on-

stat

utor

y co

nsul

tati

on w

ith

loca

lbu

sine

sses

, res

iden

ts a

nd o

ther

stak

ehol

ders

; the

com

mis

sion

ing

ofco

nsul

tant

s to

com

plet

e a

com

preh

ensi

vem

icro

-sim

ulat

ion

traf

fic m

odel

of t

heco

rrid

or;a

nd th

e up

grad

e of

a n

umbe

r of

bus

stop

s al

ong

the

rout

e to

pro

vide

leve

lac

cess

to b

uses

.

Itw

as o

rigin

ally

env

isag

ed th

atth

isse

cond

sho

wca

se w

ould

be

impl

emen

ted

durin

g th

e LT

P pe

riod,

but

the

exte

nsiv

eco

nsul

tati

on u

nder

take

n du

ring

the

first

A38

Show

case

rout

e, a

nd s

ubse

quen

tam

endm

ents

(suc

h as

the

incl

usio

n of

ash

oppe

rs c

ar p

ark)

, cau

sed

som

e de

lays

to it

s im

plem

enta

tion

. It

also

em

phas

ised

the

impo

rtan

ce o

f wid

e-ra

ngin

gco

nsul

tati

on to

ach

ieve

max

imum

bene

fits

on th

e se

cond

Sho

wca

se ro

ute.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

57


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

e)Ev

iden

ce o

fpa

rtne

rshi

psbe

twee

n au

thor

ity

and

oper

ator

s to

prom

ote

and

impr

ove

key

serv

ices

•N

ew b

us s

helt

ers

atne

w lo

cati

ons

and

exis

ting

sit

es to

repl

ace

olde

r str

uctu

res.

Thi

s in

clud

esse

atin

g at

mos

tsh

elte

rs fo

r the

eld

erly

.

•Re

al T

ime

Info

rmat

ion,

whe

re a

ppro

pria

te.

•Bu

s pr

iorit

y, w

here

app

ropr

iate

.

In c

onju

ncti

on w

ith

our i

nves

tmen

tFi

rst

has

inve

sted

ove

r £4m

on

new

hig

h qu

alit

y lo

w fl

oor

fully

acc

essi

ble

buse

s. T

oget

her t

hese

two

elem

ents

hav

e he

lped

to m

ake

the

rout

es m

uch

mor

eat

trac

tive

to p

asse

nger

s.

The

resu

lts

spea

k fo

r the

mse

lves

. Pat

rona

ge h

as in

crea

sed

by u

p to

12%

on th

ese

show

case

rout

es. O

ther

use

rs o

f the

rout

e ha

ve a

lso

bene

fited

from

the

impr

oved

des

ign

wit

h cy

clin

g al

ong

the

rout

es u

p by

bet

wee

n 13

and

23%

. Con

gest

ion

has

also

bee

n su

bsta

ntia

lly re

duce

d w

ith

1,20

0ve

hicl

e jo

urne

ys p

er w

eek

rem

oved

from

the

76/7

7 se

rvic

e an

d a

7%de

crea

se in

veh

icle

jour

neys

alo

ng th

e ro

ute

of s

ervi

ce 7

.

Stra

tegy

Impl

emen

tati

on h

as E

xcee

ded

Expe

ctat

ions

In a

ddit

ion

to th

e Sh

owca

se R

oute

s, w

hich

hav

e se

en LT

P re

sour

ces

mat

ched

by

inve

stm

ent

from

the

loca

l ope

rato

r Firs

t, th

e Co

nces

sion

ary

Fare

sche

me

was

ext

ende

d in

200

3 in

par

tner

ship

wit

hop

erat

ors

to c

over

cro

ss b

ound

ary

trav

el. T

his

part

ners

hip

wor

king

saw

the

succ

essf

ulin

trod

ucti

on o

f a D

iam

ond

trav

elca

rd fr

om 1

stAp

ril 2

006,

pro

vidi

ng fr

ee w

eekd

ay tr

avel

aft

er9a

m a

cros

s th

e G

reat

er B

risto

l are

a, in

clud

ing

jour

neys

cro

ssin

g co

unci

l bou

ndar

ies,

for r

esid

ents

who

are

ove

r 60

or d

isab

led.

The

Trav

elBr

isto

l Inf

o Ce

ntre

was

als

o op

ened

, and

is o

pera

ted

join

tly

in p

artn

ersh

ip w

ith

Firs

tto

prov

ide

a pr

omin

ent

one-

stop

sho

p fo

r pub

lic tr

ansp

ort

and

othe

r tra

vel i

nfor

mat

ion.

Regu

lar l

iais

on m

eeti

ngs

have

bee

n se

tup

wit

h bu

s op

erat

ors

atdi

ffer

ent

leve

ls to

dis

cuss

stra

tegi

c an

d op

erat

iona

l iss

ues

that

we

can

tack

le in

par

tner

ship

. We

have

als

o pr

ogre

ssed

inpa

rtne

rshi

p w

ith

Firs

tBu

s th

e G

reat

er B

risto

l Bus

Net

wor

k m

ajor

sch

eme

bid

whi

ch, i

f suc

cess

ful,

will

resu

ltin

10

new

sho

wca

se c

orrid

ors

bene

fitin

g ov

er 4

0 ro

utes

. The

£42

m re

ques

ted

from

DfT

,if

awar

ded,

will

leve

r in

£20m

inve

stm

ent

from

the

oper

ator

and

£6m

in d

evel

oper

con

trib

utio

ns.

This

wou

ld h

ave

a hu

ge im

pact

on th

e pu

blic

tran

spor

tne

twor

k in

our

are

a.

£95,

000

was

spe

ntov

er a

per

iod

of 3

yea

rs o

n Sh

owca

se b

us c

orrid

or 3

75/6

from

Bris

tol t

oBr

idgw

ater

on

new

bus

she

lter

s, b

us s

tops

and

pub

licit

y. T

his

rout

e w

as im

prov

ed in

par

tner

ship

Wor

ks o

n th

is s

econ

d sh

owca

se ro

ute

are

prog

ress

ing

wel

l.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

58

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

f)Ev

iden

ce o

f the

LTP

inve

stm

ent

mad

e in

bus

prio

rity

mea

sure

s an

din

fras

truc

ture

deliv

erin

g m

onit

ored

bene

fits

to b

uspa

ssen

gers

cos

tef

fect

ivel

y

wit

h So

mer

set

Coun

ty C

ounc

il, w

ho in

vest

ed in

road

side

infr

astr

uctu

re a

nd F

irst

who

inve

sted

inne

w v

ehic

les

for t

he s

ervi

ce in

Janu

ary

2005

. It

prov

ided

an

enha

nced

freq

uenc

y fr

om e

very

60

min

utes

to e

very

30

min

utes

in M

ay 2

005.

Pas

seng

er n

umbe

rs o

n th

ese

serv

ices

gre

w b

y 2.

7%w

hen

the

init

ial w

ork

was

car

ried

out.

We

have

all

succ

essf

ully

wor

ked

in p

artn

ersh

ip w

ith

all o

f the

oth

er S

outh

Wes

tau

thor

itie

s an

dbu

s op

erat

ors

as p

art

of th

e SW

PTI p

roje

ctto

set

up th

e Tr

avel

ine

publ

ic tr

ansp

ort

tele

phon

e an

din

tern

etin

form

atio

n se

rvic

es.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Dur

ing

the

plan

per

iod

we

have

spe

nt£1

2.5m

on b

us p

riorit

y an

d in

fras

truc

ture

mea

sure

s an

dha

ve d

eliv

ered

:

•11

sho

wca

se ro

ute

sche

mes

.

•12

bus

lane

s.

•2

Hig

h O

ccup

ancy

Veh

icle

(HO

V) la

nes.

•11

oth

er b

us p

riorit

y sc

hem

es.

•68

new

bus

sto

ps.

•83

bus

sto

ps w

ith

tim

etab

le d

ispl

ays.

•70

3 im

prov

emen

ts to

exi

stin

g st

ops.

•23

oth

er b

us in

fras

truc

ture

sch

emes

.

•66

4 ra

ised

ker

bs.

•32

7 bu

s sh

elte

rs.

The

Pars

on S

tree

tG

yrat

ory

sche

me

in s

outh

Bris

tol i

s a

good

exa

mpl

e of

the

intr

oduc

tion

of b

uspr

iorit

y an

d it

s m

easu

rabl

e be

nefit

s. T

rans

port

mod

ellin

g in

dica

ted

that

such

a s

chem

e co

uld

besu

cces

sful

and

brin

g co

nsid

erab

le b

enef

its.

The

sch

eme

inco

rpor

ates

new

con

tra-

flow

bus

and

cycl

e la

nes.

Thi

s en

able

d in

boun

d bu

ses

to re

duce

thei

r jou

rney

dis

tanc

e by

0.5

km, d

eliv

erin

g an

aver

age

jour

ney

tim

e sa

ving

of 2

min

utes

per

veh

icle

. In

addi

tion

this

sch

eme

upgr

aded

traf

ficsi

gnal

con

trol

ove

r the

who

le g

yrat

ory,

and

pro

vide

d 8

new

ped

estr

ian

cros

sing

s an

d a

new

hig

hqu

alit

y bu

s st

op o

n th

e co

ntra

-flo

w s

ecti

on.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

59


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

a)A

chie

vem

ent

ofst

retc

hing

loca

lou

tcom

e in

dica

tors

b)D

eliv

ery

ofsu

bsta

ntia

l inc

reas

esin

Par

k an

d Ri

de a

ndin

terc

hang

e fa

cilit

ies.

The

inst

alla

tion

of S

elec

tive

Veh

icle

Det

ecti

on a

ttr

affic

sig

nals

and

a H

igh

Occ

upan

cy V

ehic

lela

ne a

long

the

serv

ice

X1 ro

ute

has

resu

lted

in a

n in

crea

se in

ser

vice

pun

ctua

lity

from

57%

in20

01 to

74%

in 2

005.

The

HO

V la

ne h

as d

ecre

ased

jour

ney

tim

es fo

r veh

icle

s ca

rryi

ng m

ore

than

2pe

ople

by

21%

.

In 2

001,

Bat

h &

Nor

th E

ast

Som

erse

tCo

unci

l int

rodu

ced

the

Prio

rity

Acce

ss P

oint

(bus

gat

e) in

Nor

thga

te S

tree

t, Ba

th u

sing

Sel

ecte

d Ve

hicl

e D

etec

tion

to re

duce

thro

ugh

traf

fic in

the

area

tobu

ses,

taxi

s an

d em

erge

ncy

vehi

cles

ther

eby

impr

ovin

g bu

s re

liabi

lity

and

redu

cing

traf

fic le

vels

by 7

0%

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Our

are

a ha

s se

en a

19%

rise

in p

ark

and

ride

patr

onag

e ov

er th

e fir

stLT

P pe

riod,

whi

ch is

part

icul

arly

impr

essi

ve, g

iven

the

over

all d

eclin

e in

bus

pas

seng

ers

in th

e ar

ea.

An a

mbi

tiou

s ta

rget

of a

25%

incr

ease

in p

asse

nger

num

bers

on

the

Bath

par

k an

d rid

e ne

twor

kw

as s

etin

200

0. T

his

targ

etha

s be

en m

etw

ith

pass

enge

r num

bers

risi

ng fr

om 6

35,6

15 in

1998

/9 to

815

,648

in 2

005,

an

incr

ease

of 2

8%.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Sinc

e op

enin

g in

200

3, p

atro

nage

on th

is n

ew p

ark

and

ride

serv

ice

on th

e A4

Por

tway

to th

eno

rth

wes

tof

Bris

tol c

ity

cent

re h

as g

row

n st

eadi

ly. I

n 20

04/0

5 th

e se

rvic

e ca

rrie

d ov

er 2

40,0

00pa

ssen

gers

, a 2

8% in

crea

se in

pat

rona

ge in

the

prev

ious

yea

r. Th

roug

h th

e pr

ovis

ion

of s

ever

alin

term

edia

te s

tops

, the

ser

vice

als

o pr

ovid

es a

ver

y us

eful

loca

l bus

ser

vice

to a

reas

that

are

not

serv

ed b

y co

nven

tion

al b

us s

ervi

ces

alon

g th

e A4

Por

tway

.

A4 B

ath

Road

par

k an

d rid

e se

rvic

e ha

s be

en e

nhan

ced

incl

udin

g Re

al T

ime

Info

rmat

ion

alon

g th

ero

ute,

impr

oved

ser

vice

info

rmat

ion,

etc

. D

urin

g th

e fir

stLT

P pe

riod,

use

of t

his

1300

spa

ce s

ite

has

grow

n to

cap

acit

y.N

egot

iati

ons

to e

xpan

d th

is s

ite

are

now

und

erw

ay, f

ollo

win

g a

capa

city

and

expa

nsio

n st

udy

unde

rtak

en in

200

4. T

he L

ong

Asht

on P

ark

and

Ride

ser

vice

has

bee

nen

hanc

ed in

clud

ing

the

prov

isio

n of

Rea

l Tim

e In

form

atio

n al

ong

the

rout

e an

d im

prov

ed s

ervi

cein

form

atio

n.

Prog

ress

wit

h so

me

of th

e pr

opos

ed P

ark

and

Ride

sit

es h

as b

een

slow

er th

anex

pect

ed.

Neg

otia

tion

s w

ith

deve

lope

rsov

er th

e Em

erso

ns G

reen

sit

e ar

eco

ntin

uing

. La

nd is

sues

at

the

Park

way

Nor

th (a

djac

ent

to B

risto

l Par

kway

stat

ion)

hav

ede

laye

d it

s im

plem

enta

tion

.

The

deliv

ery

of L

ambr

idge

park

and

ride

has

been

del

ayed

by

plan

ning

issu

esre

gard

ing

the

relo

cati

on o

f Bat

h Ru

gby

Club

from

the

iden

tifie

d pa

rk a

nd ri

desi

te a

nd fl

ood

mit

igat

ion

prop

osal

s.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

2. P

ublic

Tra

nspo

rtIn

terc

hang

e

60

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

In 2

002/

03 th

e op

erat

ing

tim

es o

f the

thre

e pa

rk a

nd ri

de ro

utes

ser

ving

Bat

h Ci

ty C

entr

e w

ere

exte

nded

from

080

0-19

30 to

060

0-20

30 o

n M

onda

ys to

Sat

urda

ys.

In 2

004

plan

ning

per

mis

sion

was

gra

nted

to o

pera

te th

e th

ree

site

s on

a s

elec

ted

num

ber o

f Sun

days

and

Ban

k H

olid

ays

each

year

.

Ane

w p

ark

and

ride

serv

ice

linki

ng T

he R

oyal

Uni

ted

Hos

pita

l wit

h th

e O

dd D

own

park

and

ride

site

, ser

vice

42,

was

intr

oduc

ed in

ear

ly 2

004

usin

g ne

w lo

w-f

loor

eas

y ac

cess

bus

es.

This

ser

vice

prov

ides

an

esse

ntia

l lin

k to

the

loca

l hos

pita

l for

com

mut

ers,

pat

ient

s an

d vi

sito

rs fr

om th

esu

rrou

ndin

g ru

ral a

reas

out

side

Bat

h Ci

ty a

nd th

e tw

o m

ost

depr

ived

are

as w

ithi

n Ba

th a

nd is

aco

re e

lem

ent

of th

e Ro

yal U

nite

d H

ospi

tal’s

em

ploy

er’s

trav

el p

lan,

and

man

agem

ent

of tr

avel

dem

ands

on

the

site

.

We

all r

ecog

nise

d in

the

LTP

the

impo

rtan

ce o

f im

prov

ing

inte

rcha

nge

faci

litie

s in

ord

er to

mak

eth

e pu

blic

tran

spor

tne

twor

k m

ore

acce

ssib

le fo

r res

iden

ts o

f the

are

a. A

num

ber o

f sch

emes

have

bee

n de

velo

ped

and

deliv

ered

dur

ing

LTP1

incl

udin

g:

•Th

e fir

stPa

rk a

nd S

hare

sit

e in

Gre

atBr

itai

n at

Aspe

cts

Leis

ure

just

off t

he A

4174

Avo

n Ri

ngRo

ad w

as o

pene

d in

200

4.

•A

site

at

Nib

ley

on th

e ou

tski

rts

of Y

ate

is a

tth

e pl

anni

ng c

onse

ntst

age.

Det

aile

d de

sign

sha

vebe

en p

rodu

ced

and

cons

ulte

d on

. Co

nstr

ucti

on is

to

com

men

ce in

200

7.

•A

succ

essf

ul R

ural

Bus

Cha

lleng

e bi

d en

able

d th

e Ru

ral I

nter

chan

ge H

ubs

atAl

mon

dsbu

ry,

Wic

k, P

uckl

echu

rch

and

Alve

ston

to b

e bu

ilt(g

o to

Cha

pter

3).

The

se H

ubs

incl

uded

new

hig

hqu

alit

y bu

s sh

elte

rs, r

aise

d ke

rbs,

impr

oved

ped

estr

ian

cros

sing

s an

d fo

otw

ays,

cyc

le s

tora

gefa

cilit

ies

and

larg

e la

y-by

s fo

r bus

es, c

omm

unit

y tr

ansp

ort

and

taxi

s.

•Co

ntrib

utio

n to

the

new

inte

rcha

nge

faci

litie

s at

Bris

tol P

arkw

ay s

tati

on.

•Th

e ne

w b

us a

nd c

oach

sta

tion

bui

ltne

ar B

road

mea

d, in

con

junc

tion

wit

h re

deve

lopm

ent,

now

pro

vide

s fa

r bet

ter i

nter

chan

ge fa

cilit

ies

for t

he p

ublic

acc

essi

ng c

entr

al B

risto

l.

•£3

00,0

00 o

f cap

ital

inve

stm

ent

has

been

use

d in

par

tner

ship

wit

h lo

cal t

rain

ope

rato

rs to

enha

nce

the

inte

rcha

nge

faci

litie

s at

stat

ions

acr

oss

Bris

tol.

•N

ew s

uppo

rted

bus

rout

es s

uch

as th

e 50

0 se

rvic

e ha

ve b

een

intr

oduc

ed th

roug

h th

e LT

P to

link

bus

and

rail

inte

rcha

nges

and

car

par

ksw

ith

the

key

com

mer

cial

and

tour

ist

dest

inat

ions

in c

entr

al B

risto

l. Th

is h

as c

onsi

dera

bly

impr

oved

inte

rcha

nge

wit

hin

the

cent

ral a

rea

and

has

been

furt

her e

nhan

ced

to p

rovi

de a

20

min

ute

freq

uenc

y

Des

pite

ext

ensi

vem

arke

ting

of t

he fi

rst

Park

and

Sha

resi

te o

ffth

e A4

174

Avon

Ring

Roa

d, t

he e

xpec

ted

dem

and

did

not

mat

eria

lise

and

the

site

was

dis

cont

inue

din

200

5. N

onet

hele

ss v

alua

ble

less

ons

have

bee

n le

arnt

abou

tho

w fu

ture

sit

essh

ould

be

loca

ted,

dev

elop

ed a

ndm

arke

ted.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

61


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

a)D

eliv

ery

ofsu

bsta

ntia

llyim

prov

edin

tegr

atio

n, in

whi

chth

e LA

is a

key

part

ner

b)D

eliv

ery

ofsu

bsta

ntia

l out

puts

by

the

LA a

ta

leve

lat

leas

tco

nsis

tent

wit

h it

s LT

P st

rate

gy

As p

art

of th

e So

uthg

ate

deve

lopm

ent

in B

ath

the

bus

stat

ion

is b

eing

mov

ed n

ext

to th

e ra

ilway

stat

ion

to p

rovi

de im

prov

ed in

terc

hang

e fa

cilit

ies.

Ext

ensi

ve p

repa

rato

ry w

ork

has

been

unde

rtak

en.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Ove

r the

per

iod

of th

e fir

stLT

P, ra

il pa

ssen

ger n

umbe

rs a

tlo

cal s

tati

ons

in th

e ar

ea g

rew

by

mor

eth

an 4

1%.

Whi

lst

we

have

a li

mit

ed ro

le in

rail

infr

astr

uctu

re p

roje

cts,

an

ongo

ing

prog

ram

me

ofen

hanc

emen

ts to

exi

stin

g se

rvic

es a

nd fa

cilit

ies,

and

pro

mot

iona

l ini

tiat

ives

in p

artn

ersh

ip w

ith

rail

oper

ator

s ha

s be

en u

nder

take

n, in

clud

ing:

•St

atio

n en

hanc

emen

ts a

tke

y lo

cati

ons

in re

lati

on to

Sho

wca

se b

us ro

utes

, to

impr

ove

inte

rcha

nge

pote

ntia

l.

•N

ew 3

12 b

us s

ervi

ce p

rovi

ded

betw

een

Thor

nbur

y an

d Br

isto

l Par

kway

sta

tion

pro

vidi

ng a

bus/

rail

link

for T

horn

bury

resi

dent

s fo

r the

firs

tti

me.

•Im

prov

ed b

us li

nks

to K

eyns

ham

railw

ay s

tati

on fo

r Old

land

and

Lon

gwel

l Gre

en re

side

nts.

•N

ew e

asy

to u

se ti

met

able

s fo

r Yat

e, P

atch

way

, Filt

on a

nd S

ever

n Be

ach

stat

ions

.

•N

ew p

oste

r cas

es a

tYat

e, P

atch

way

and

Sev

ern

Beac

h st

atio

ns.

•M

atch

fund

ing

for i

mpr

ovem

ents

to K

eyns

ham

sta

tion

and

bet

ter c

yclin

g fa

cilit

ies

incl

udin

gcy

cle

lock

ers

atO

ldfie

ld P

ark

stat

ion.

•M

ajor

inve

stm

ent

in th

e fo

reco

urt

atW

esto

n-su

per-

Mar

e ha

s cr

eate

d a

new

trav

el in

terc

hang

ew

ith

cycl

e an

d ta

xi p

arki

ng. N

ew p

edes

tria

n ar

eas

and

zebr

a cr

ossi

ngs

have

impr

oved

pede

stria

n lin

kage

s be

twee

n th

e st

atio

n an

d to

wn

cent

re. N

ew tr

ee p

lant

ing

and

use

ofqu

alit

y su

rfac

e m

ater

ials

hav

ecr

eate

d a

plea

sant

pede

stria

n en

viro

nmen

tan

d im

prov

edpa

ssen

ger e

xper

ienc

e.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

•Co

ntin

ued

reve

nue

supp

ort

for t

he B

risto

l to

Seve

rn B

each

line

to m

aint

ain

an h

ourly

freq

uenc

y th

roug

hout

the

day,

am

ount

ing

to £

133,

000

per y

ear p

lus

£51,

000

on s

uppo

rtin

gco

nnec

ting

bus

es fr

om A

vonm

outh

to S

ever

n Be

ach

in th

e of

f pea

k.

Dur

ing

the

LTP,

par

king

cha

rges

wer

ein

trod

uced

at

cert

ain

railw

ay s

tati

ons

inth

e ar

ea, w

hich

was

at

odds

wit

h ou

rob

ject

ive

to in

crea

se th

e us

e of

this

mod

e

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

3. R

ail S

trat

egy

62

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

•£8

5,00

0 pe

r ann

um fi

nanc

ial s

uppo

rtfo

r add

itio

nal p

eak

hour

ser

vice

s to

Filt

on A

bbey

Woo

dst

atio

n. T

his

prov

ides

a v

alua

ble

serv

ice

for s

taff

at

the

adja

cent

Min

istr

y of

Def

ence

head

quar

ters

com

plex

and

oth

er la

rge

com

pani

es in

the

Nor

th F

ringe

.

•Ti

met

able

s an

d pr

omot

iona

l lit

erat

ure

prod

uced

in p

artn

ersh

ip w

ith

Wes

sex

Trai

ns to

pro

mot

eth

e Br

isto

l to

Seve

rn B

each

line

incl

udin

g ne

w d

isti

ncti

ve lo

go o

n al

l sta

tion

s.

•Lo

cal r

ail u

se s

tudi

es to

info

rm fu

ture

inve

stm

ent

prio

ritie

s an

d th

e fe

asib

ility

of R

ail P

asse

nger

Part

ners

hip

bids

und

erta

ken

on th

e Ya

te to

Wes

ton

line,

and

the

Bris

tol t

o Se

vern

Bea

ch li

ne.

•Fo

llow

ing

repr

esen

tati

ons

mad

e to

Wes

sex

Trai

ns a

nd th

e th

en S

trat

egic

Rai

l Aut

horit

y (S

RA)

trai

ns s

topp

ing

atPa

rson

s St

reet

stat

ion

have

dou

bled

and

pas

seng

ers

treb

led.

•So

uth

Glo

uces

ters

hire

Cou

ncil

wor

ked

wit

h N

etw

ork

Rail

to s

ecur

e m

ajor

impr

ovem

ents

at

Filt

on A

bbey

Woo

d st

atio

n in

clud

ing

exte

nded

car

par

king

wit

h CC

TV, a

n ad

diti

onal

pla

tfor

mto

cat

er fo

r gro

win

g pa

ssen

ger n

umbe

rs a

nd n

ew in

form

atio

n sy

stem

s.

•O

ngoi

ng p

rogr

amm

e of

impr

ovem

ents

to lo

cal s

tati

ons

in p

artn

ersh

ip w

ith

Wes

sex

Trai

ns,

cove

ring

11 lo

cal s

tati

ons

in B

risto

l dur

ing

the

first

LTP

perio

d. W

orks

hav

e in

clud

ed n

eww

aiti

ng s

helt

ers,

stai

rway

impr

ovem

ents

, sea

ting

, sig

nage

, rep

aint

ing

and

inno

vati

ve u

se o

fm

ural

s in

par

tner

ship

wit

h lo

cal g

roup

s to

com

bat

graf

fiti a

nd v

anda

lism

.

•Si

gnag

ere

new

al a

tal

l loc

al s

tati

ons

in B

risto

l.

•Co

ntin

ued

liais

on b

etw

een

loca

l cou

ncils

and

trai

n op

erat

ing

com

pani

es, t

he S

RA a

ndG

over

nmen

tin

rela

tion

to fr

eque

ncy

and

tim

etab

ling

of lo

cal a

nd re

gion

al s

ervi

ces,

nat

iona

lan

d tr

ain

com

pany

polic

y m

atte

rs a

nd a

s ac

tive

con

trib

utor

s to

the

new

loca

l rai

l fra

nchi

seco

nsul

tati

ons.

•Se

vern

side

Rai

l Par

tner

ship

, of w

hich

we

are

all m

embe

rs, p

rom

otio

ns in

clud

e Tr

easu

re T

rain

,Sa

nta

Expr

ess,

Day

Trip

s fr

om S

outh

Glo

uces

ters

hire

sen

tto

eve

ry p

rimar

y sc

hool

chi

ld, b

ustr

ain

conn

ecti

ons

to B

erke

ley

Cast

le Jo

ust.

•W

ear

eal

so p

artn

ers

in th

e H

eart

of W

esse

x Ra

il Pa

rtne

rshi

p. I

tha

s lo

bbie

d to

pro

duce

an

hour

ly M

onda

yto

Sat

urda

y da

ytim

e he

adw

ay o

n th

e Ba

th –

Old

field

Par

k –

Keyn

sham

– B

risto

lTe

mpl

e M

eads

rail

serv

ice.

and

enco

urag

e ac

cess

. Th

is im

pact

ed o

nlo

cal r

esid

ents

as

driv

ers

park

ed in

adja

cent

area

s to

avo

id th

e ch

arge

s. I

nN

orth

Som

erse

tth

is w

as p

artl

y re

solv

edjo

intl

y w

ith

the

Seve

rnsi

de C

omm

unit

yRa

il Pa

rtne

rshi

p an

d le

d to

aco

mm

itm

ent

by th

e Tr

ain

Ope

rati

ngCo

mpa

ny (T

OC)

to k

eep

the

char

ges

unde

r rev

iew

. At

Keyn

sham

Sta

tion

, the

char

ges

intr

oduc

ed w

ere

high

er th

anth

ose

in lo

cal c

ounc

il ca

r par

ks a

ndre

sult

ed in

a d

ispl

acem

ent

of p

arki

ng to

othe

r sit

es.

Follo

win

g di

scus

sion

s w

ith

the

TOCs

, the

cha

rges

wer

e re

duce

d.

Plan

s to

enc

oura

ge th

e ru

nnin

g of

long

ertr

ains

to a

ddre

ss d

eman

d/ov

ercr

owdi

ngha

ve h

ad li

mit

ed s

ucce

ss.

Redo

ublin

g of

the

line

betw

een

Wes

ton-

supe

r-M

are

and

Wor

le h

as n

otta

ken

plac

e. N

etw

ork

Rail

are

plan

ning

toun

dert

ake

wor

ks in

sta

ges

that

will

see

part

of th

is w

ork

star

ted

in 2

008.

Port

ishe

ad to

Bris

tol p

asse

nger

line

will

not

be re

open

ed to

pas

seng

ers

in th

efo

rese

eabl

e fu

ture

.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

63


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

a)Su

bsta

ntia

lin

nova

tive

use

of

taxi

s a

s pa

rtof

the

wid

er tr

ansp

ort

syst

em a

ndsu

bsta

ntia

lin

tegr

atio

n of

polic

ies

for t

axis

into

othe

r tra

nspo

rtpo

licie

s

•W

ork

was

car

ried

out

by N

etw

ork

Rail

atFr

eshf

ord

Stat

ion

(par

tfu

nded

by

Bath

& N

orth

Eas

tSo

mer

set

Coun

cil a

nd th

e H

eart

of W

esse

x Ra

il Pa

rtne

rshi

p) a

djus

ted

heig

htof

eas

tbou

ndpl

atfo

rm, i

mpr

ovin

g ac

cess

to tr

ains

, pro

vide

new

pas

seng

er s

helt

er, i

mpr

ove

light

ing,

info

rmat

ion

and

sign

age.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Taxi

s an

d Pr

ivat

e H

ire V

ehic

les

(PH

Vs) h

ave

cont

inue

d to

be

seen

as

an in

tegr

al p

art

of th

e pu

blic

tran

spor

tne

twor

k, c

ompl

emen

ting

oth

er fo

rms

of p

ublic

tran

spor

t, an

d pl

ayin

g a

key

soci

alin

clus

ion

role

.

Bris

tol:

Taxi

s an

d PH

Vs b

enef

itfr

om b

eing

per

mit

ted

to u

se b

us p

riorit

y fa

cilit

ies.

The

pos

itiv

eim

pact

incr

ease

d du

ring

the

first

LTP

perio

d as

bus

prio

rity

faci

litie

s ha

ve b

een

expa

nded

, for

exam

ple

the

A38

Show

case

Bus

Cor

ridor

.

Addi

tion

al ta

xi p

arki

ng p

rovi

sion

and

enh

ance

d w

aiti

ng fa

cilit

ies

in B

risto

l cit

y ce

ntre

wer

ein

clud

ed a

s pa

rtof

the

Bris

tol C

entr

e pr

ojec

t.

An ‘u

nmet

dem

and’

surv

eyw

asun

dert

aken

whi

ch le

d to

a c

ompl

ete

revi

ew o

f ran

k pr

ovis

ion

inBr

isto

l in

cons

ulta

tion

wit

h tr

ade

orga

nisa

tion

s, p

olic

e an

d di

sabi

lity

grou

ps.

This

resu

lted

inm

ore

than

50%

of e

xist

ing

rank

s be

ing

refu

rbis

hed,

3 n

ew ra

nks

impl

emen

ted

in th

e Cl

ifton

are

a,an

d op

erat

ing

hour

s ex

tend

ed o

n a

furt

her 2

rank

s. 4

new

exp

erim

enta

l tax

i hai

ling

poin

tsin

trod

uced

in th

e ci

ty c

entr

e.

Bath

: The

num

ber o

f lic

ence

s fo

r bot

h H

ackn

eys

and

PHV’

s, in

clud

ing

a ho

rse

draw

n ta

xi in

Bat

h,ha

s gr

own

by 1

6% in

the

last

five

year

s. A

Tax

i str

ateg

y w

as a

dopt

ed in

200

5 to

mee

t13

key

obje

ctiv

es b

y 20

11.

Prog

ress

tow

ards

thes

e ke

y ob

ject

ives

is a

s fo

llow

s:

•Li

aiso

n m

eeti

ngs

inst

igat

ed a

nd o

ccur

twic

e ye

arly

.

•Pr

omot

ion

of in

-veh

icle

saf

ety.

•Co

mpl

etio

n of

an

unm

etde

man

d st

udy.

•Fe

brua

ry 2

006

mod

ifica

tion

to te

rms

and

cond

itio

ns o

f ope

rati

on to

allo

w C

CTV

in c

abs

topr

omot

e dr

iver

and

pas

seng

er s

ecur

ity.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

4. T

axi S

trat

egy

64

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

a)Ev

iden

ce o

f str

ong

and

sust

aine

dpa

rtne

rshi

ps a

ndco

mm

itm

ent

topr

omot

e an

dim

prov

e pu

blic

tran

spor

tin

form

atio

n

•Re

view

of d

isab

ility

issu

es is

und

erw

ay to

bet

ter i

nfor

m a

cces

sibi

lity.

•Re

view

of d

river

trai

ning

in re

lati

on to

the

Dis

abili

ty D

iscr

imin

atio

n Ac

t(D

DA)

.

•As

par

tof

com

mun

ity

safe

ty in

itia

tive

s ta

xi ra

nk lo

cati

ons

wer

e re

view

ed a

nd a

lter

ed to

impr

ove

pers

onal

sec

urit

y.

Taxi

Sha

ring:

A n

ew ta

xi-s

harin

g se

rvic

e ha

s be

en in

trod

uced

for r

esid

ents

of B

arto

n H

ill, S

tPh

illip

s an

d St

Anne

s, a

reas

of B

risto

l wit

h re

lati

vely

low

leve

ls o

f car

ow

ners

hip

and

not

wel

lse

rved

by

conv

enti

onal

pub

lic tr

ansp

ort.

This

taxi

-sha

ring

sche

me

is ru

n on

beh

alf o

f the

cou

ncil

by a

loca

l ope

rato

r, w

ho h

andl

es b

ooki

ngs

and

mat

ches

resi

dent

s’tr

ip re

ques

ts to

ena

ble

peop

leto

sha

re th

eir j

ourn

eys.

Thi

s ke

eps

trav

el c

osts

to o

nly

50p

per p

erso

n, a

nd e

nabl

es re

side

nts

toac

cess

key

loca

l ser

vice

s in

clud

ing

heal

th c

entr

es, e

duca

tion

, lei

sure

and

pla

ces

of w

ork

ata

low

cost

. A s

econ

d ‘F

are

Car’,

sha

red

taxi

sch

eme,

was

intr

oduc

ed in

the

rura

l are

a to

the

nort

h of

Bath

incl

udin

g La

mbr

idge

and

Nor

then

d.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

We

have

all a

dopt

ed P

ublic

Tra

nspo

rtIn

form

atio

n St

rate

gies

that

shap

e th

e w

ay in

whi

chpr

omot

ion

of p

ublic

tran

spor

tin

form

atio

n is

app

roac

hed.

•W

eha

vepl

ayed

an

acti

ve ro

le in

the

esta

blis

hmen

tan

d on

goin

g op

erat

ion

of th

e So

uth

Wes

tTr

avel

ine

publ

ic tr

ansp

ort

tele

phon

e en

quiry

ser

vice

sin

ce 2

000.

•N

ew s

tyle

bus

sto

p ti

met

able

dis

play

sta

ilore

d to

indi

vidu

al s

tops

, in

full

colo

ur, u

tilis

ing

the

Trav

elin

e da

taba

se h

ave

been

ado

pted

in s

ome

area

s w

ith

this

bei

ng ro

lled

out

acro

ss o

ur a

rea

as B

est

Prac

tice

.

•Pu

blic

tran

spor

tm

aps

are

prod

uced

ann

ually

, som

e in

Par

tner

ship

wit

h Fi

rst.

In s

ome

area

sth

ese

map

s ha

vebe

en d

eliv

ered

doo

r-to

-doo

r.

•N

ew ti

met

able

leaf

lets

cov

erin

g al

l our

sup

port

ed s

ervi

ces.

•N

ew e

asy

to u

se ti

met

able

leaf

lets

and

info

rmat

ion

boar

ds p

rodu

ced

in p

artn

ersh

ip w

ith

Wes

sex

Trai

ns.

•Te

mpl

e M

eads

to S

ever

n Be

ach

rail

line

info

rmat

ion

and

prom

otio

n.

•Al

l con

cess

iona

rypa

ss h

olde

rs in

Nor

th S

omer

set

rece

ive

tim

etab

le in

form

atio

n w

ith

thei

rpa

sses

.

Sout

h G

louc

este

rshi

reCo

unci

l hav

eem

ploy

ed a

full

tim

e Tr

ansp

ort

Prom

otio

ns O

ffic

er to

spe

arhe

adin

crea

sed

bus

use

and

high

qua

lity

easy

to u

se in

form

atio

n.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

5. P

ublic

Tra

nspo

rtIn

form

atio

n St

rate

gy

65


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

b)D

eliv

ery

of lo

cal

outc

ome

indi

cato

rsfo

r pub

lic tr

ansp

ort

info

rmat

ion

c)St

rong

or i

mpr

oved

perf

orm

ance

as

mon

itor

ed b

y BV

PI10

3

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

•So

uth

Glo

uces

ters

hire

hav

e in

crea

sed

the

avai

labi

lity

of ti

met

able

/rou

te in

form

atio

n at

bus

stop

s fr

om 2

5% to

60%

.

•Ra

il in

form

atio

n sa

tisf

acti

on h

as in

crea

sed

by 4

8.4%

ove

r 5 y

ears

in B

ath

and

Nor

th E

ast

Som

erse

t.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Bath

and

Nor

th E

ast

Som

erse

tha

ve s

een

an in

crea

se fr

om 3

0% to

49%

sat

isfa

ctio

n w

ith

bus

info

rmat

ion

from

200

3 to

200

5.

The

mos

tre

cent

surv

eys

in B

risto

l, N

orth

Som

erse

tan

d So

uth

Glo

uces

ters

hire

took

pla

ce in

2003

/04

whe

n 52

%, 6

1% a

nd 5

2% re

spec

tive

ly o

f peo

ple

wer

e sa

tisf

ied

wit

h pu

blic

tran

spor

tin

form

atio

n. T

he n

ext

surv

ey is

due

in 2

006/

07 b

y w

hich

tim

e w

e ar

e co

nfid

ent

sati

sfac

tion

will

have

incr

ease

d.

Tabl

e 5.

1 –

Impl

emen

tati

on o

f Pub

lic T

rans

port

Stra

tegy

(Pro

form

a B)

66

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

1.Im

plem

ent

a fi

veye

ar p

rogr

amm

e of

loca

l saf

ety

sche

mes

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

The

auth

orit

ies

have

del

iver

ed 2

72lo

cal s

afet

y sc

hem

es a

nd 1

94sa

fer r

oute

s to

sch

ools

sch

emes

.At

a co

stof

£15

.3m

.

The

LTP1

per

iod

has

also

see

n th

e de

liver

y of

222

cros

sing

s at

a co

stof

£1.

6m.

Ato

tal o

f £10

.7m

has

been

spe

ntto

del

iver

313

traf

fic c

alm

ing

sche

mes

incl

udin

g:

•7

hom

e zo

nes.

•1

quie

tla

ne.

•67

urb

an 2

0mph

zon

es.

•17

rura

l 20

mph

zon

es.

•13

3 ot

her u

rban

sch

emes

.

•84

oth

er ru

ral s

chem

es.

Des

ign

chan

ges

follo

win

g lo

cal

cons

ulta

tion

hav

e of

ten

led

to a

nnua

lva

rianc

es in

pro

gram

min

g an

d co

sts.

Addi

tion

al m

oney

allo

cate

d to

road

safe

ty h

as e

nabl

ed th

e pr

ogra

mm

e to

be

broa

dly

deliv

ered

as

plan

ned.

Tabl

e 5.

2 –

Impl

emen

tati

on o

f Roa

d Sa

fety

Str

ateg

y (P

rofo

rma

B)

Year

No.

of

Tota

l Cos

tN

o of

Acc

iden

ts

No

ofSc

hem

es(£

)3

Year

s Be

fore

Acc

iden

ts

save

d

2001

/02

2994

977

41

2002

/03

631,

376

150

75

2003

/04

4573

492

41

2004

/05

701,

465

131

41*

2005

/06

581,

472

9739

*

*=fo

reca

stfig

ures

Not

e:Th

is ta

ble

does

not

incl

ude

data

for B

ath

and

Nor

th E

ast

Som

erse

tCo

unci

l as

they

do

not

colle

ctco

mpa

rabl

e da

ta. I

nclu

des

som

e sc

hem

es fu

nded

from

oth

er LT

P bu

dget

s

67


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

2.Re

duce

acc

iden

tsth

roug

h a

five

yea

rpr

ogra

mm

e of

road

safe

ty e

ngin

eeri

ngm

easu

re.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Dur

ing

the

LTP

perio

d w

e ha

ve ta

rget

ed s

igni

fican

tre

sour

ces

atro

ad s

afet

y is

sues

, rec

ogni

sing

thei

r sig

nific

ance

. Ove

r the

5 y

ears

a to

tal o

f £35

mill

ion

has

been

spe

nton

road

saf

ety

deliv

erin

ga

wid

e ra

nge

of s

chem

es. R

oad

safe

ty is

a k

ey fe

atur

e in

all

of th

e 27

7tr

affic

man

agem

ent

init

iati

ves

impl

emen

ted

that

have

als

o he

lped

to ta

ckle

con

gest

ion

and

impr

ove

traf

ficm

ovem

ents

.

Mea

sure

s su

ch a

s 67

urba

n an

d 17

rura

l 20m

ph z

ones

, 60

puff

in a

nd to

ucan

s, 5

0ot

her s

igna

lised

cros

sing

s, a

nd 1

09ze

bra

and

othe

r uns

igna

lled

cont

rolle

d ju

ncti

ons,

new

cyc

le tr

acks

and

lane

sha

ve a

ll he

lped

to ta

ckle

acc

iden

tfig

ures

for c

yclis

ts a

nd p

edes

tria

ns.

194

safe

r rou

tes

to s

choo

l sch

emes

hav

e be

en im

plem

ente

d. S

choo

l Tra

vel P

lans

are

use

d to

iden

tify

and

prio

ritis

e sc

hem

es to

enc

oura

ge c

yclin

g an

d w

alki

ng.

272

loca

l saf

ety

sche

mes

hav

e be

en d

eliv

ered

alo

ngsi

de 3

12tr

affic

cal

min

g sc

hem

es in

clud

ing

7ho

me

zone

s an

d 1

quie

tla

ne a

cros

s th

e G

reat

er B

risto

l are

a.

Ove

r 160

acci

dent

clus

ter s

ites

hav

e be

en tr

eate

d th

roug

h hi

gh-f

ricti

on s

urfa

cing

sch

emes

prio

ritis

ed o

n th

e nu

mbe

r and

type

of a

ccid

ents

that

have

take

n pl

ace.

Tem

pora

ry s

igns

ere

cted

at

mot

orcy

cle

acci

dent

conc

entr

atio

n si

tes

in S

outh

Glo

uces

ters

hire

as

part

of a

new

init

iati

ve a

skin

g dr

iver

s to

wat

ch o

utfo

r mot

orcy

cles

hav

e re

duce

d th

e nu

mbe

r of

acci

dent

s by

44%

.In

a re

side

nts

surv

ey51

%sa

id th

e si

gns

had

mad

e th

em m

ore

awar

eof

mot

orcy

clis

ts.

The

colo

urfu

l SM

IDSY

(Sor

ry M

ate

I Did

n’t

See

You)

web

site

ww

w.s

mid

sy.c

o.uk

has

also

hel

ped

to ra

ise

mot

orcy

le a

war

enes

s am

ongs

tca

r driv

ers

back

ed u

p w

ith

road

side

sig

ns.

Sout

h G

louc

este

rshi

re n

ow h

ave

an A

ssis

tant

Road

Saf

ety

Off

icer

wit

h re

spon

sibl

itly

for

mot

orcy

clin

g.

Bris

tol C

ity

took

par

tin

a tr

ial t

o as

sess

the

impa

cts

of p

ower

ed tw

ow

heel

ers

usin

g bu

s la

nes.

This

is b

eing

con

side

red

thro

ugh

the

JLTP

for i

ntro

duct

ion

acro

ss o

ur a

rea.

Vehi

cle

acti

vate

d si

gns

have

pla

yed

an im

port

ant

part

in im

plem

enti

ng o

ur s

peed

man

agem

ent

stra

tegi

es.

Ther

e ar

e no

w 1

09 p

erm

anen

tsi

tes

(exc

ludi

ng B

risto

l). M

onit

orin

g ha

s sh

own

that

atso

me

site

s th

e nu

mbe

r of v

ehic

les

trav

ellin

g ab

ove

the

spee

d lim

itha

s re

duce

d by

21%

(wit

hav

erag

e sp

eeds

dow

n by

4m

ph.

Del

iver

y ha

s be

en in

acc

orda

nce

wit

h th

eLT

P an

d ha

s in

corp

orat

ed e

mer

ging

bes

tpr

acti

ce.

Tigh

ter c

oord

inat

ion

has

allo

wed

mor

e pr

ogre

ss to

be

mad

e in

this

area

as

safe

ty m

easu

res

have

bee

nin

corp

orat

ed in

to o

ther

traf

ficm

anag

emen

tsc

hem

es a

s st

anda

rd a

ndec

onom

ies

of s

cale

s ha

ve b

een

real

ised

.

Nor

th S

omer

set

have

use

d a

digi

tal

map

ping

bas

e to

reco

rd a

ccid

ent

loca

tion

s. T

his

allo

ws

easy

iden

tific

atio

nof

acc

iden

tho

tspo

ts a

nd d

etai

ls o

f the

acci

dent

s th

atha

ve o

ccur

red.

Thi

s ha

spr

oved

inva

luab

le in

the

prio

ritis

atio

n of

sche

mes

and

the

allo

cati

on o

f res

ourc

es.

This

has

bee

n de

velo

ped

to in

clud

ede

tails

of p

ropo

sed

wor

kssu

ch a

sm

aint

enan

ce, S

choo

l Tra

vel P

lans

and

bus

infr

astr

uctu

re to

ena

ble

sche

mes

to b

eco

mbi

ned

enab

ling

best

valu

e to

be

achi

eved

wit

h LT

P an

d re

venu

e fu

ndin

g.

Dev

elop

er fu

ndin

g of

£2m

del

iver

edex

tens

ive

traf

fic c

alm

ing

and

traf

ficm

anag

emen

tm

easu

res

in B

radl

ey S

toke

.

Bris

tol C

ity

and

Sout

h G

louc

este

rshi

reha

ve a

lloca

ted

extr

a re

sour

ces

over

wha

tw

as o

rigin

ally

pla

nned

to ro

ad s

afet

y.Br

isto

l has

sho

wn

furt

her c

omm

itm

ent

to th

is a

rea

by s

tret

chin

g ro

ad s

afet

yta

rget

s in

a P

ublic

Ser

vice

Agr

eem

ent

(PSA

) wit

h G

over

nmen

t.

Tabl

e 5.

2 –

Impl

emen

tati

on o

f Roa

d Sa

fety

Str

ateg

y (P

rofo

rma

B)

68

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

3.Ed

ucat

ion,

Tra

inin

gan

d Pu

blic

ity

mea

sure

s de

velo

ped

and

impl

emen

ted

Stra

tegy

Impl

emen

tati

on h

as E

xcee

ded

Expe

ctat

ions

The

focu

s of

Edu

cati

on, T

rain

ing

and

Publ

icit

y (E

TP) m

easu

res

has

been

tow

ards

vul

nera

ble

road

user

s es

peci

ally

chi

ldre

n, c

yclis

ts a

nd m

otor

cycl

ists

.

Exam

ples

of o

ur d

eliv

ery

are:

•Pr

e-sc

hool

gro

ups

and

scho

ols,

e.g

. Be

Safe

and

Be

Seen

; sch

ool g

ate

park

ing

cam

paig

ns.

•D

edic

ated

Sch

ool T

rave

l Pla

n of

ficer

s ha

ve b

een

appo

inte

d w

orki

ng w

ith

scho

ols

in d

evel

opin

gth

eir t

rave

l pla

ns. I

niti

ativ

es s

uch

as w

alki

ng b

uses

and

wal

k to

sch

ool e

vent

s ha

ve ta

ken

plac

eac

ross

the

area

. The

‘Wal

k on

Wed

nesd

ay’a

nd ‘G

oing

for G

old’

wal

k to

sch

ool p

roje

cts

have

also

gai

ned

nati

onal

reco

gnit

ion

whi

lst

a pr

e-sc

hool

reso

urce

box

was

laun

ched

to g

reat

popu

lar a

ccla

im a

nd u

se.

•Th

e ‘W

alk

on W

edne

sday

’(W

oW) w

alk

to s

choo

l eve

ntor

gani

sed

in p

artn

ersh

ip b

etw

een

Bris

tol a

nd N

orth

Som

erse

tw

as a

hug

e su

cces

s w

ith

over

7,0

00 p

upils

and

thei

r fam

ilies

taki

ng p

art,

tota

lling

14,

000

peop

le o

vera

ll. T

he e

vent

cam

e ve

ry c

lose

to b

reak

ing

the

Gui

nnes

s W

orld

Rec

ord

for t

he n

umbe

r of p

eopl

e w

alki

ng to

sch

ool.

•M

otor

cycl

e aw

aren

ess

cam

paig

ns h

ave

redu

ced

acci

dent

s in

volv

ing

mot

orcy

cles

at

key

site

s in

Sout

h G

louc

este

rshi

re b

y 44

%. T

his

cam

paig

n w

as d

escr

ibed

as

an ‘e

nlig

hten

ed a

ppro

ach’

byM

otor

cycl

e N

ews.

Nor

th S

omer

set

Coun

cil t

ake

part

in B

ikes

afe

and

Ride

to A

rriv

e ca

mpa

igns

.

•Cy

cle

trai

ning

in s

choo

ls: n

early

4,0

00 p

upils

rece

ive

trai

ning

to N

atio

nal C

ycle

Tra

inin

gSt

anda

rds

acro

ss th

e ar

ea.

•3

Scho

ols

in S

outh

Glo

uces

ters

hire

hav

e ta

ken

part

in S

ustr

ans

nati

onw

ide

‘Bik

e It

’pro

ject

tohe

lp s

choo

ls a

chie

ve la

rge

num

bers

of p

upils

cyc

ling.

•Bo

th N

orth

Som

erse

tCo

unci

l and

Bris

tol C

ity

Coun

cil w

ere

succ

essf

ul in

bid

s fo

r the

‘Ker

bcra

ft’

child

ped

estr

ian

trai

ning

sch

eme

and

wer

eaw

arde

d £1

65,2

65.

Child

ren

as y

oung

as

5 ye

ars

old

wer

e ta

ught

atth

e ro

adsi

de in

sm

all g

roup

s, tr

aine

d by

adu

ltvo

lunt

eers

. Th

e fir

sttr

anch

eof

the

sche

me

enab

led

trai

ning

to b

e un

dert

aken

in 1

4 sc

hool

s in

Bris

tol,

wit

h pr

iorit

y be

ing

give

nto

chi

ldre

n in

mor

e de

priv

ed a

reas

and

thos

e w

ith

high

er a

ccid

ent

rate

s. T

ranc

he 2

enab

led

9 sc

hool

s in

Nor

th S

omer

set

to p

rovi

de tr

aini

ng fo

r 300

chi

ldre

n pe

r ann

um. T

his

also

fund

ed th

e em

ploy

men

tof

a C

hild

Ped

estr

ian

Trai

ning

Co-

ordi

nato

r. O

vera

ll th

e ch

ildpe

dest

rian

casu

alti

es in

war

ds w

here

Ker

bcra

fttr

aini

ng h

as ta

ken

plac

e ha

s re

duce

d.

Del

iver

y ha

s be

en in

acc

orda

nce

wit

hem

ergi

ng b

est

prac

tice

leav

ing

orig

inal

LTPs

slig

htly

out

date

d. In

latt

er y

ears

deliv

ery

has

been

in a

ccor

danc

e w

ith

our

Road

Saf

ety

Acti

on P

lans

.

Bris

tol C

ity

Coun

cil i

ncre

ased

reve

nue

reso

urce

s al

loca

ted

for t

his

over

the

plan

perio

d to

sup

port

thes

e in

itia

tive

s.

Tabl

e 5.

2 –

Impl

emen

tati

on o

f Roa

d Sa

fety

Str

ateg

y (P

rofo

rma

B)

69


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

4.Pr

ogre

ss o

n lo

cal

road

cas

ualt

yre

duct

ion

targ

ets

•A

Yello

w S

choo

l Bus

Pro

ject

has

been

init

iate

d, in

par

tner

ship

wit

h th

e bu

s op

erat

or, s

ervi

ngH

enbu

ry S

choo

l in

Bris

tol.

Pass

enge

r Jou

rney

s ha

ve in

crea

sed

by 5

0% p

er y

ear a

nd h

ave

brou

ght

wit

h it

safe

ty b

enef

its

and

have

incr

ease

d at

tend

ance

leve

ls.

Som

e El

emen

ts o

f Str

ateg

y no

tD

eliv

ered

Child

Kill

ed a

nd S

erio

usly

Inju

red

Targ

et

LTP

has

seen

a re

duct

ion

in th

e nu

mbe

r of c

hild

KSI

s ac

ross

the

Gre

ater

Bris

tol a

rea.

The

num

ber

ofki

lled

or s

erio

usly

inju

red

child

ren

fluct

uate

s be

caus

e of

the

rela

tive

ly lo

w n

umbe

rs b

utde

spit

e th

is o

ur a

rea

as a

who

le is

on

trac

k to

mee

tou

r ove

rall

targ

et.

Tota

l Kill

ed a

nd S

erio

usly

Inju

red

(KSI

) Tar

gets

In th

e la

stfiv

e ye

ars

the

num

ber o

f peo

ple

kille

d or

ser

ious

ly in

jure

d ha

s de

crea

sed

by 7

%. T

hefig

ure

of 4

30fo

r 200

5/06

was

sig

nific

antl

y do

wn

on th

e pr

evio

us y

ear a

nd w

e se

e th

is tr

end

cont

inui

ng. M

easu

red

agai

nst

the

1994

-98

base

line

both

Sou

th G

louc

este

rshi

re a

nd N

orth

Som

erse

tta

rget

s ar

e on

trac

k to

be

met

. Sou

th G

louc

este

rshi

re’s

2005

figu

re w

as th

e lo

wes

tsi

nce

1996

des

pite

traf

fic a

nd p

opul

atio

n gr

owth

at

abov

e na

tion

al a

vera

ge ra

tes.

Tar

gets

inBr

isto

l and

Bat

h an

d N

orth

Eas

tSo

mer

set

are

not

on tr

ack

but

we

belie

ve p

rogr

ess

is b

ette

r tha

nth

e fig

ures

sug

gest

as th

e 19

94-9

8 ba

selin

e is

up

to 4

0% u

nder

-rep

orte

d du

e to

cha

nges

in p

olic

ere

port

ing

met

hods

.

Slig

htIn

juri

es T

arge

ts

The

leve

l of s

light

inju

ry a

ccid

ents

rem

ains

a c

once

rn.

Whi

lst

the

tren

d ac

ross

our

are

a is

gene

rally

dow

nwar

d th

e ta

rget

for s

light

inju

ries

is s

till

off t

raje

ctor

y.

Vuln

erab

le U

sers

Sta

tist

ics.

Dur

ing

the

LTP

perio

d Br

isto

l Cit

y Co

unci

l set

a lo

cal t

arge

tfo

r Cyc

ling

KSIs

. Thi

s in

dica

tor h

asre

mai

ned

just

abov

eth

e ta

rget

leve

l thr

ough

out

the

plan

per

iod.

How

ever

whe

n co

mpa

red

toth

e 40

% in

crea

se in

cyc

ling

itis

app

aren

tth

atth

e ac

cide

ntra

te h

as re

duce

d co

nsid

erab

ly o

ver t

heLT

Ppe

riod.

In 2

004

Nor

th S

omer

set’s

reco

rds

show

a re

duct

ion

in c

yclin

g KS

Is o

f 25%

and

a re

duct

ion

of12

.5%

in p

edes

tria

n KS

Is.

We

expe

rienc

ed la

rge

incr

ease

s in

tota

lKS

I fig

ures

in 2

002

whe

n th

ere

was

ach

ange

in re

cord

ing

proc

edur

es u

sed

byth

e Po

lice.

Thi

s ca

used

an

incr

ease

into

tal K

SIs

of b

etw

een

30 a

nd 4

0% p

utti

ngus

wel

l off

trac

k to

mee

tth

ese

targ

ets.

Sinc

e th

is ti

me

we

have

focu

sed

reso

urce

s on

this

issu

e an

d ha

ve a

ll se

endo

wnw

ard

tren

ds in

the

num

bers

of t

otal

KSIs

.

Tabl

e 5.

2 –

Impl

emen

tati

on o

f Roa

d Sa

fety

Str

ateg

y (P

rofo

rma

B)

70

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

5.Co

ntri

buti

on o

fPa

rtne

rs to

del

iver

ySt

rate

gy B

road

ly Im

plem

ente

d as

Pla

nned

We

are

all p

art

of th

e Av

on a

nd S

omer

set

Safe

ty C

amer

a Pa

rtne

rshi

p w

hich

was

form

ed in

Apr

il20

02 b

y lo

cal a

utho

ritie

s, h

ealt

h au

thor

itie

s, p

olic

e, M

agis

trat

e’s

Cour

tSe

rvic

e, C

row

nPr

osec

utio

n Se

rvic

e an

d H

ighw

ays

Agen

cy.

The

Part

ners

hip

aim

s to

redu

ce d

eath

s an

d in

jurie

s on

road

s th

roug

h en

forc

emen

tof

spe

ed li

mit

s an

d ed

ucat

ion.

Itha

s se

en a

10%

redu

ctio

n in

road

acci

dent

s at

safe

ty c

amer

a si

tes

in th

e Br

isto

l are

a. D

urin

g th

e fir

stLT

P pe

riod,

wor

ks h

ave

been

unde

rtak

en w

ith

the

Part

ners

hip

to in

stal

l new

red

light

spee

d ca

mer

as a

nd re

plac

e m

ost

of th

eex

isti

ng c

amer

as in

Bris

tol w

ith

new

dig

ital

tech

nolo

gy.

Ther

e ar

e cu

rren

tly

95fix

ed ro

adsi

desa

fety

cam

eras

in G

reat

er B

risto

l, w

ith

mob

ile s

peed

det

ecti

on c

amer

as b

eing

use

d at

anot

her 9

5lo

cati

ons.

A to

tal o

f 14

red

light

cam

eras

hav

e al

so b

een

deliv

ered

in th

e la

st5

year

s.

We

have

wor

ked

clos

ely

wit

h lo

cal s

choo

ls to

intr

oduc

e 19

4sa

fer r

oute

s to

sch

ools

sch

emes

.

The

rela

tion

ship

bet

wee

n so

cial

dis

adva

ntag

e an

d ro

ad s

afet

y is

a k

ey is

sue

and

a nu

mbe

r of c

o-or

dina

ted

init

iati

ves

have

bee

n pr

ogre

ssed

. M

any

of th

e w

ards

wit

hin

the

20%

mos

tde

priv

edw

ards

in B

risto

l hav

e be

en ta

rget

ed in

reco

gnit

ion

of th

e di

spro

port

iona

te n

umbe

rs o

f roa

dac

cide

nts

rela

ted

to d

epriv

atio

n. B

risto

l has

bee

n su

cces

sful

in o

btai

ning

gra

nts

such

as

Obj

ecti

ve2,

SRB

6, U

RBAN

and

othe

r fun

ding

aim

ed a

tur

ban

rege

nera

tion

. We

have

bee

n w

orki

ng w

ith

anu

mbe

r of p

artn

ers

to b

ring

abou

tro

ad s

afet

y ou

tcom

es a

s pa

rtof

this

bro

ader

str

ateg

y of

soc

ial

incl

usio

n pr

ojec

ts.

Stra

tegi

c D

evel

opm

entT

eam

Roa

d Sa

fety

set

up u

nder

the

Dru

gs a

nd C

omm

unit

y Sa

fety

Part

ners

hip

– jo

int

wor

king

opp

ortu

niti

es w

ith

Polic

e, L

ivin

g St

reet

s, D

rivin

g Sc

hool

s an

d lo

cal

coun

cillo

rs. R

ecen

tre

crui

ts to

the

grou

p ha

ve in

clud

ed A

von

Fire

and

Res

cue,

Roa

d H

aula

geAs

soci

atio

n, A

von

and

Som

erse

tCo

nsta

bula

ry L

ocal

Act

ion

Team

Co-

ordi

nato

r, Av

on L

ocal

Coun

cils

Ass

ocia

tion

.

We

have

sup

port

ed th

e S

afet

y Zo

ne a

nd L

ifesk

ills

Inte

ract

ive

Educ

atio

n Ce

ntre

s. S

afet

y Zo

ne w

asor

igin

ally

set

up b

y th

e Ro

tary

Club

in W

esto

n-su

per-

Mar

e bu

tis

now

a li

mit

ed c

ompa

ny a

ndof

fers

a ra

nge

of s

afet

y ed

ucat

ion

for c

hild

ren

in K

eyst

age

1. R

oad

Safe

ty is

one

of t

he s

etpr

ovid

ers

– ot

her p

artn

ers

incl

ude

the

Polic

e, S

ains

bury

s, B

ritis

h Tr

ansp

ort

Polic

e, N

orth

Som

erse

tPr

imar

y Ca

re T

rust

, Avo

n Fi

re a

nd R

escu

e, C

o-op

and

Asd

a. A

ppro

xim

atel

y 65

% o

f all

Nor

thSo

mer

setY

ear 6

chi

ldre

n vi

sit

the

cent

re a

nnua

lly.

Road

Saf

ety

is a

key

com

pone

ntof

the

Hea

lthy

Sch

ool I

niti

ativ

e. T

he L

EA, S

choo

l Tra

vel A

dvis

ers

and

Road

Saf

ety

Off

icer

s w

ork

clos

ely

to h

elp

scho

ols

mee

tth

e co

mpo

nent

whi

lst

deve

lopi

ngth

eir s

choo

l tra

vel p

lan.

Stra

tegy

was

impl

emen

ted

as s

etou

tin

LTP

taki

ng in

to a

ccou

ntBe

stPr

acti

seex

ampl

es w

here

app

ropr

iate

.

Tabl

e 5.

2 –

Impl

emen

tati

on o

f Roa

d Sa

fety

Str

ateg

y (P

rofo

rma

B)

71


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

a)Ch

alle

ngin

g ta

rget

sac

hiev

ed

b)D

eliv

ery

ofSu

bsta

ntia

lim

prov

emen

ts to

surf

ace

acce

ss w

ith

evid

ence

ofim

pact

s

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

We

have

wor

ked

clos

ely

wit

h BI

A to

add

ress

sur

face

acc

ess

issu

es. G

iven

the

rela

tive

ly re

mot

elo

cati

on o

f BIA

, a s

igni

fican

tac

hiev

emen

tha

s be

en to

incr

ease

trav

el to

and

from

the

airp

ort

byno

n-ca

r mod

es. S

ucce

sses

incl

ude:

•Pa

ssen

ger n

umbe

rs o

n th

e fly

er (B

IA c

oach

ser

vice

) hav

e in

crea

sed

from

60,

000

to 2

67,0

00fr

om 1

999

to 2

004/

05.

•Th

e pr

opor

tion

of p

asse

nger

s us

ing

the

Flye

r has

incr

ease

d fr

om 3

% to

5%

from

199

9 to

2004

/05.

•Th

ere

has

been

an

incr

ease

in s

taff

usi

ng th

e Fl

yer o

f 3%

from

199

9 to

200

4/04

.

•Pa

rtne

rshi

p w

orki

ng b

etw

een

us, B

IA a

nd F

irst

has

resu

lted

in in

crea

sed

freq

uenc

y, n

ow e

very

20 m

inut

es,a

nd e

xten

ded

oper

atin

g ho

urs,

bet

wee

n 05

:00

and

23:4

0.

•Th

e m

ode

shar

e fo

r tax

i jou

rney

s to

the

airp

ort

(usi

ng B

IA’s

fran

chis

ed ta

xi o

pera

tor,

Airp

ortC

arz)

has

incr

ease

d fr

om 6

% to

8%

in li

ne w

ith

targ

ets

set.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

As B

IA h

as c

onti

nued

to e

xpan

d, th

e im

port

ance

of a

cle

ar s

trat

egy

to im

prov

e su

rfac

e ac

cess

,an

d in

par

ticu

lar p

rom

ote

the

use

of p

ublic

tran

spor

tan

d ot

her n

on-c

ar m

odes

of t

rans

port

toth

e ai

rpor

tha

s be

com

e ev

er g

reat

er.

BIA

has

esta

blis

hed

its

Air T

rans

port

Foru

m (A

TF) i

n pa

rtne

rshi

p w

ith

us, t

rans

port

oper

ator

s, th

eG

over

nmen

tO

ffic

e fo

r the

Sou

th W

est

(GO

SW) a

nd o

ther

sta

keho

lder

s. T

he F

orum

mee

ts e

very

6m

onth

s to

gui

de th

e de

velo

pmen

tof

, and

revi

ew p

rogr

ess

wit

h BI

A’s

Surf

ace

Acce

ss S

trat

egy

(SAS

). A

revi

sed

SAS

has

been

pro

duce

d co

verin

g th

e pe

riod

2006

to 2

011,

and

thes

e m

odal

shi

ftta

rget

s ha

ve b

een

mad

e m

ore

stre

tchi

ng.

In s

uppo

rtof

the

SAS,

we

have

bee

n ta

king

enf

orce

men

tac

tion

s ag

ains

tun

auth

oris

ed p

rivat

epa

rkin

g si

tes

in th

e G

reen

Bel

tin

the

vici

nity

of t

he a

irpor

t, w

here

land

owne

rs h

ave

been

off

erin

glo

w-c

ost

park

ing

wit

hout

the

nece

ssar

y pl

anni

ng c

onse

nts.

All

of o

ur e

nfor

cem

ent

acti

ons

have

been

suc

cess

ful a

tAp

peal

s an

d w

e co

ntin

ue to

pur

sue

acti

ons

agai

nst

thes

e un

auth

oris

ed s

ites

.

Bus

prio

rity

mea

sure

s im

plem

ente

d as

par

tof

the

A38

show

case

bus

rout

e ha

ve b

enef

ited

sect

ions

of t

he ro

ute

of th

e Ai

rpor

tFl

yer c

oach

link

, the

reby

impr

ovin

g jo

urne

y ti

me

relia

bilit

y.

Tabl

e 5.

3 –

Impl

emen

tati

on o

f Sus

tain

able

Tra

nspo

rtSt

rate

gy (P

rofo

rma

B)

1. S

urfa

ce A

cces

s To

Bri

stol

Inte

rnat

iona

l Air

port

(BIA

)

72

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

a)Si

gnif

ican

tre

duct

ions

inco

ntri

buti

on o

f roa

dtr

ansp

ort

topo

lluti

on p

robl

ems

BIA

has

been

dev

elop

ing

a M

aste

r Pla

n to

out

line

its

prop

osal

s fo

r dev

elop

men

tan

d as

sess

the

pote

ntia

l im

pact

s of

furt

her e

xpan

sion

. W

e ha

ve b

een

wor

king

in c

lose

co-

oper

atio

n w

ith

the

airp

ort

in th

e de

velo

pmen

tof

this

Mas

ter P

lan

and

its

impl

icat

ions

for s

urfa

ce a

cces

s in

the

futu

re.

Stra

tegy

Impl

emen

ted

Broa

dly

as P

lann

ed

Ther

e ar

e tw

o Ai

r Qua

lity

Man

agem

ent

Area

s (A

QM

As) i

n ou

r are

a. T

hese

con

sist

of B

ath’

sLo

ndon

Roa

d co

rrid

or a

nd a

larg

e pa

rtof

the

Bris

tol u

rban

con

urba

tion

. In

resp

onse

to th

isde

taile

d Ai

r Qua

lity

Acti

on P

lans

(AQ

APs)

hav

e be

en d

evel

oped

focu

sing

spe

cific

ally

on

addr

essi

ng th

e ai

r qua

lity

issu

es e

xper

ienc

ed in

thes

e ar

eas.

Cons

ulta

tion

is c

urre

ntly

und

erw

ay o

n po

ssib

le A

QM

As in

oth

er p

arts

of B

ath

city

cen

tre,

whe

reth

e m

icro

clim

ate

prod

uced

by

the

hist

oric

str

eet

patt

ern

and

terr

ain

caus

es p

oore

r air

qual

ity.

Loca

l ind

icat

ors

mea

surin

g O

zone

, Ben

zene

, NO

2 ,an

d PM

10s

are

all o

n tr

ack

in B

ath

and

Nor

thEa

stSo

mer

set.

Nit

roge

n di

oxid

e (N

O2 )

leve

ls in

Bris

tol h

ave

impr

oved

dur

ing

the

first

LTP

but,

whi

lst

the

leve

l has

mov

ed c

lose

ly in

line

wit

h th

e ta

rget

traj

ecto

ry, t

he ta

rget

has

not

been

met

.

Alth

ough

ther

ear

ecu

rren

tly

no A

QM

As in

Sou

th G

louc

este

rshi

re o

r Nor

th S

omer

set,

ther

e ha

sbe

en re

cogn

itio

n ov

er th

e la

st5

year

s of

the

impo

rtan

ce o

f mai

ntai

ning

this

pos

itio

n. M

easu

res

to ta

ckle

air

qual

ity

in a

mor

e ge

nera

l fas

hion

acr

oss

our a

rea

has

seen

the

acco

mpl

ishm

ent

ofSo

uth

Glo

uces

ters

hire

’s lo

cal i

ndic

ator

to re

duce

the

num

ber o

f ‘Po

or A

ir Q

ualit

y’da

ys w

hen

air

pollu

tion

exc

eeds

Nat

iona

l Air

Qua

lity

Stan

dard

s. T

here

wer

e 81

day

s in

200

0/01

whi

ch w

ere

redu

ced

to 1

3 in

200

5/06

. NO

2le

vels

in N

orth

Som

erse

tha

ve re

mai

ned

on tr

ack

thro

ugho

utth

eLT

Ppe

riod

and

redu

ctio

ns h

ave

been

obs

erve

d du

ring

the

last

thre

e ye

ars.

Anu

mbe

r of i

niti

ativ

es h

ave

been

del

iver

ed a

imed

at

redu

cing

the

cont

ribut

ion

of ro

ad tr

ansp

ort

to p

ollu

tion

pro

blem

s,in

clud

ing:

•Re

trof

itti

ng c

lean

er e

xhau

stem

issi

ons

tech

nolo

gy to

the

olde

r par

tof

the

bus

fleet

.

•Su

cces

sful

sch

ool a

nd e

mpl

oyer

trav

el p

lans

(e.g

. tra

vel t

o sc

hool

by

non-

car m

odes

in N

orth

Som

erse

tro

se fr

om 5

3% in

200

2 to

59%

in 2

005)

, hav

ing

a bi

g im

pact

on c

onge

stio

n in

pea

kti

mes

, the

reby

redu

cing

pol

luti

on.

Annu

al m

ode

shar

e su

rvey

s un

dert

aken

in S

outh

Glo

uces

ters

hire

sho

w a

redu

ctio

n in

car

jour

neys

to w

ork

durin

g th

e LT

P.

Exte

nsiv

e re

sear

ch h

as d

emon

stra

ted

that

in o

rder

to a

chie

ve th

e na

tion

alta

rget

s fo

r air

qual

ity

in A

QM

Asad

diti

onal

mea

sure

s ab

ove

and

beyo

ndth

e pr

ogra

mm

e or

igin

ally

iden

tifie

d in

the

LTP

wou

ld b

e re

quire

d. W

e ar

ese

ekin

g ad

diti

onal

fund

ing

in a

n at

tem

ptto

mee

tth

e na

tion

al ta

rget

s.

Sout

h G

louc

este

rshi

reor

igin

ally

dec

lare

dan

AQ

MA

alon

g th

e M

4, M

5, M

32 a

ndM

49 m

otor

way

s. A

Sta

ge 4

Rev

iew

conc

lude

d th

atth

e m

otor

way

s w

ould

not

caus

e th

e po

lluti

on p

robl

em p

revi

ousl

ypr

edic

ted.

In li

ght

of th

is th

ese

AQM

Asha

ve b

een

revo

ked.

Tabl

e 5.

3 –

Impl

emen

tati

on o

f Sus

tain

able

Tra

nspo

rtSt

rate

gy (P

rofo

rma

B)

2. C

o-or

dina

tion

wit

h A

ir Q

ualit

y A

ctio

n Pl

an (A

QA

P) a

nd a

ctio

n on

noi

se

73


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

b) D

eliv

ery

of T

raff

icM

anag

emen

tm

easu

res

dire

ctly

rela

ted

to im

prov

ing

air q

ualit

y

•Co

ntin

ued

expa

nsio

n of

our

alt

erna

tive

fuel

flee

tto

LPG

veh

icle

s an

d el

ectr

ic v

ehic

les.

•Cl

ean

Vehi

cle

Supp

ort

Net

wor

k es

tabl

ishe

d as

sist

ing

taxi

s, lo

cal b

usin

esse

s, c

ounc

il em

ploy

ees

and

the

publ

ic to

con

vert

to a

lter

nati

ve fu

els.

•Th

e Ki

ngsw

ood

Tow

n Ce

ntre

sch

eme

(go

to C

h 3

Wid

er Im

pact

s) w

as d

esig

ned

to a

ddre

ss a

num

ber o

f iss

ues

incl

udin

g ai

r qua

lity.

Mon

itor

ing

show

s a

43%

redu

ctio

n in

NO

2le

vels

follo

win

g im

plem

enta

tion

of t

he s

chem

e.

•In

200

2 w

e to

ok p

art

in a

DfT

Em

issi

ons

Test

ing

Init

iati

ve P

ilot.

Vehi

cles

wer

e st

oppe

dra

ndom

ly, e

mis

sion

s te

sted

and

, whe

re a

ppro

pria

te, d

river

s w

ere

fined

. Thi

s w

as n

otro

lled

out

acro

ss o

ur a

rea

as g

ood

prac

tice

follo

win

g co

ncer

ns th

atth

e sc

hem

e co

uld

be p

erce

ived

as

disc

rimin

ator

y ag

ains

tth

ose

wit

h lo

wer

inco

mes

.

Stra

tegy

bro

adly

impl

emen

ted

as p

lann

ed

Anu

mbe

r of t

raff

ic m

anag

emen

tm

easu

res

have

bee

n im

plem

ente

d w

hich

hav

e he

lped

toim

prov

e ai

r qua

lity,

suc

h as

:

•Tr

affic

cal

min

g m

easu

res

impl

emen

ted

aim

ed a

tco

mba

ting

con

gest

ion

and

pollu

tion

inBa

nwel

l, a

pollu

tion

‘hot

spot

’,whi

ch h

ave

succ

essf

ully

redu

ced

the

amou

ntof

traf

fic tr

avel

ling

thro

ugh

the

villa

ge.

•Im

plem

enta

tion

of b

us p

riorit

y m

easu

res

acro

ss th

e ar

ea re

allo

cati

ng ro

ad s

pace

to b

uses

and

high

occ

upan

cy v

ehic

les.

(go

to P

ublic

Tra

nspo

rtSt

rate

gy)

•Sa

fer R

oute

s to

Sch

ools

sch

emes

hav

e ad

dres

sed

traf

fic m

anag

emen

ton

a lo

cal l

evel

and

hav

epr

omot

ed th

e im

port

ance

of s

usta

inab

le m

odes

and

mad

e ac

cess

ing

scho

ols

easi

er b

y us

ers

ofth

ese

mod

es. (

go to

Roa

d Sa

fety

Str

ateg

y)

•O

ther

str

etch

es o

f bus

lane

and

road

net

wor

k m

anag

emen

tai

med

at

redu

cing

traf

fic s

peed

.

•H

igh

Occ

upan

cy V

ehic

le (H

OV)

lane

s in

trod

uced

on

the

A370

and

A41

74 A

von

Ring

Roa

d,gi

ving

prio

rity

to b

uses

and

car

sha

rers

.

•Th

e tr

affic

man

agem

ent

mea

sure

s in

Kin

gsw

ood

dire

ctly

resu

lted

in a

redu

ctio

n in

NO

2of

43%

.

•Th

e Pr

iorit

y Ac

cess

Poi

ntin

Bat

h ha

s re

duce

d tr

affic

leve

ls in

par

ts o

f Bat

h Ci

ty C

entr

e by

70%

brin

ging

wit

h it

the

asso

ciat

ed a

ir qu

alit

y be

nefit

s.

Tabl

e 5.

3 –

Impl

emen

tati

on o

f Sus

tain

able

Tra

nspo

rtSt

rate

gy (P

rofo

rma

B)

74

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

c) R

educ

tion

s in

noi

seex

posu

re

a) S

ubst

anti

al s

usta

ined

deliv

ery

of tr

avel

awar

enes

sca

mpa

igns

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

In p

ursu

itof

impr

ovin

g qu

alit

y of

life

, low

noi

se s

urfa

cing

mat

eria

ls h

ave

been

use

d on

all

maj

orre

surf

acin

g sc

hem

es in

Sou

th G

louc

este

rshi

re a

nd N

orth

Som

erse

t. A

goo

d ex

ampl

e is

the

low

nois

e re

surf

acin

g of

the

A38

Azte

c W

est

gyra

tory

nea

r Jun

ctio

n 16

on

the

M5.

Tra

ffic

vol

ume

and

the

resi

dent

ial e

nviro

nmen

tre

quire

d ex

tens

ive

publ

ic a

nd b

usin

ess

cons

ulta

tion

, res

ulti

ng in

wor

k be

ing

done

at

nigh

tw

ith

the

full

surf

ace

avai

labl

e fo

r day

tim

e tr

affic

. In

all,

247

nois

ere

duci

ng ro

ad s

urfa

cing

sch

emes

hav

e be

en im

plem

ente

d ov

er th

e la

stfiv

e ye

ars

in o

ur a

rea.

As p

art

of th

e co

mpl

etio

n of

the

A417

4 Av

on R

ing

Road

ext

ensi

ve p

lant

ing

and

land

scap

ing

was

unde

rtak

en to

redu

ce th

e im

pact

of n

oise

. N

oise

insu

lati

on h

as b

een

offe

red

to re

side

nts

who

are

deem

ed e

ligib

le.

Stra

tegy

has

Exc

eede

d Ex

pect

atio

ns

Awar

enes

s ra

isin

g ha

s pl

ayed

an

impo

rtan

tro

le in

pro

mot

ing

sust

aina

ble

tran

spor

tov

er th

eG

reat

er B

risto

l are

a du

ring

the

first

LTP

in th

e fo

rm o

f ong

oing

init

iati

ves

and

one-

off e

vent

s. T

his

has

incl

uded

pro

duci

ng li

tera

ture

to h

elp

info

rm th

e pu

blic

of a

vaila

ble

trav

el o

ptio

ns, w

orki

ngw

ith

empl

oyer

s to

pro

mot

e su

stai

nabl

e tr

ansp

ort

for t

heir

empl

oyee

s, p

rom

otin

g ev

ents

and

atte

ndin

g pu

blic

eve

nts.

Whe

re p

ossi

ble

info

rmat

ion

has

been

ava

ilabl

e on

Cou

ncil

web

sit

es,

incl

udin

g lin

ks to

trip

pla

nner

s to

hel

p th

e pu

blic

mak

e su

stai

nabl

e tr

avel

cho

ices

. Th

e ra

nge

ofin

itia

tive

s un

dert

aken

incl

udes

:

•w

ww

.2ca

rsha

re.c

om –

an

inte

rnet

base

d ca

r sha

ring

sche

me

esta

blis

hed

in 2

001,

run

by a

ndlin

ked

into

lift

shar

e.co

m, t

he c

ount

ry’s

larg

est

car-

shar

ing

sche

me

prov

ider

. The

sch

eme

has

rece

ntly

wel

com

ed it

s 40

00th

mem

ber.

•‘P

erso

nalis

ed T

rave

l Pla

nnin

g’–

proj

ect

to in

fluen

ce d

river

beh

avio

ur th

roug

h w

orki

ng c

lose

lyw

ith

com

mun

itie

s in

pro

vidi

ng ta

ilore

d tr

avel

info

rmat

ion

to m

eet

indi

vidu

al n

eed.

An

exam

ple

of th

is is

a p

roje

ctco

mpl

eted

in th

e Ea

ston

are

a of

Bris

tol (

wit

hin

the

Air Q

ualit

yM

anag

emen

tAr

ea) c

over

ing

1500

hou

seho

lds.

Ear

ly m

onit

orin

g su

gges

ts 1

0% d

ecre

ase

in c

artr

ips

in th

atar

ea.

•Ca

r Clu

bs –

ong

oing

pro

mot

ion

of th

e co

ntin

ually

gro

win

g Ca

r Clu

b sc

hem

e cu

rren

tly

wit

h 40

0m

embe

rs.

Tabl

e 5.

3 –

Impl

emen

tati

on o

f Sus

tain

able

Tra

nspo

rtSt

rate

gy (P

rofo

rma

B)

3. A

ctio

n on

Clim

ate

Chan

ge

75


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

•Pr

omot

ion

of ‘S

wit

ch O

ff’c

ampa

ign

in B

risto

l to

enco

urag

e dr

iver

s to

turn

off

thei

r eng

ine

whe

n st

atio

nary

in h

eavy

traf

fic a

tpo

lluti

on ‘h

otsp

ots’.

•Re

al-t

ime

pollu

tion

info

rmat

ion

adde

d to

our

web

sit

e.

•‘B

risto

l’s B

igge

stBi

ke R

ide’

– an

ann

ual f

amily

eve

ntto

pro

mot

e cy

clin

g in

the

area

wit

h a

rang

e of

cyc

ling

rout

es a

cros

s Br

isto

l and

Nor

th S

omer

set.

The

even

tha

s co

ntin

ued

to g

row

durin

g th

e fir

stLT

P w

ith

wel

l ove

r 4,0

00 p

eopl

e ta

king

par

tin

200

5.

•‘Ja

m B

usti

ng Ju

ne’–

eve

ntw

as o

rgan

ised

join

tly

to p

rovi

de e

ncou

rage

men

tfo

r peo

ple

toch

ange

the

way

they

trav

el to

wor

k, h

eld

for t

he fi

rst

tim

e in

200

5 an

d no

w a

n an

nual

eve

nt.

The

even

tge

nera

ted

a lo

tof

inte

rest

from

em

ploy

ers

wit

h ov

er 5

7 w

orkp

lace

s ta

king

up

the

chal

leng

e, to

talli

ng o

ver 1

6000

par

tici

pant

s. (g

o to

Tab

le 5

.5 T

rave

l Pla

ns)

•Pr

omot

iona

l lit

erat

ure

such

as

the

‘Driv

e D

own

Pollu

tion

’lea

flet

supp

orti

ng ‘e

co-d

rivin

g’an

d‘D

on’t

Chok

e Br

isto

l’, a

sus

tain

able

tran

spor

tin

form

atio

n ha

ndbo

ok d

istr

ibut

ed th

roug

h lo

cal

empl

oyer

s, s

choo

ls a

nd o

ther

mem

bers

of t

he p

ublic

(now

repl

aced

by

the

‘Tra

vel B

ette

r, Li

veBe

tter

’han

dboo

k pr

oduc

ed u

nder

the

JLTP

).

•Tr

avel

info

rmat

ion

prom

oted

at

all o

ur m

ajor

eve

nts.

•Co

mm

unit

y ba

sed

sust

aina

ble

tran

spor

tpr

ojec

ts s

uppo

rted

thro

ugh

the

Bris

tol

‘Nei

ghbo

urho

od T

rans

port

Init

iati

ves’

sche

me.

•Ad

diti

onal

reso

urce

s pr

ovid

ed to

sch

ools

wit

hin

Air Q

ualit

y M

anag

emen

tAr

eas

to p

ilot

proj

ects

to a

ssis

tpr

omot

ing

wal

king

to s

choo

l as

part

of s

choo

l tra

vel p

lans

.

Init

iati

ves

aim

ed a

tre

duci

ng p

rivat

e ca

r tra

ffic

hel

p to

redu

ce th

e im

pact

of tr

ansp

ort

on c

limat

ech

ange

.

Car t

raff

ic in

cen

tral

Bris

tol h

as fa

llen

durin

g th

e la

st5

year

s, a

chie

ving

the

very

str

etch

ing

loca

lta

rget

to re

duce

car

traf

fic b

y 10

% b

etw

een

1996

and

200

5. C

yclin

g tr

ips

have

inc

reas

ed b

y 26

%.

The

rate

of r

oad

traf

fic g

row

th in

Sou

th G

louc

este

rshi

re is

als

o co

ntin

uing

to re

duce

, bei

nglim

ited

to 7

% o

ver t

he LT

P pe

riod,

in li

ne w

ith

the

loca

l tar

get.

The

impl

emen

tati

on o

f Hig

h O

ccup

ancy

Veh

icle

lane

s ha

ve h

elpe

d to

incr

ease

car

sha

ring,

as

driv

ers

are

enco

urag

ed b

y th

e pr

ospe

ctof

bei

ng a

ble

to u

tilis

e m

ore

free

-flo

win

g ro

ad s

pace

. Th

isis

illu

stra

ted

by s

urve

ys c

arrie

d ou

ton

use

rs o

f Nor

th S

omer

set’s

car

-sha

ring

data

base

, wit

h 40

%of

them

hav

ing

hear

d ab

out

the

data

base

from

the

road

side

sig

ns a

long

the

Hig

h O

ccup

ancy

Vehi

cle

lane

.

Tabl

e 5.

3 –

Impl

emen

tati

on o

f Sus

tain

able

Tra

nspo

rtSt

rate

gy (P

rofo

rma

B)

76

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

a) A

chie

vem

ent

ofst

retc

hing

leve

ls o

fim

prov

emen

ts to

rura

l acc

essi

bilit

y

b) D

eliv

ery

ofsu

bsta

ntia

l rur

altr

ansp

ort

outp

uts

In Ja

nuar

y 20

06 N

orth

Som

erse

tad

opte

d th

e ‘M

ains

trea

min

g Su

stai

nabi

lity

Acti

on P

lan

2006

/200

9’to

ens

ure

that

sust

aina

ble

prin

cipl

es w

ere

key

to fu

ture

pol

icie

s an

d fu

ndin

gde

cisi

ons.

Wit

hin

this

doc

umen

tw

as a

com

mit

men

tto

furt

her d

evel

op th

e Co

unci

l’s tr

avel

pla

n.It

also

hig

hlig

hted

oth

er a

reas

of a

chie

vem

ent

such

as

The

Cam

pus

deve

lopm

ent

atLo

ckin

gCa

stle

whi

ch b

rings

toge

ther

a w

hole

rang

e of

key

ser

vice

s cl

ose

to re

side

ntia

l are

as a

nd a

railw

ay s

tati

on. I

tis

by

build

ing

on th

ese

non-

tran

spor

tac

hiev

emen

ts th

atsu

bsta

ntia

l im

pact

sca

n be

mad

e on

con

gest

ion

and

othe

r tra

nspo

rtta

rget

s.

Bath

and

Bris

tol p

arti

cipa

ted

in th

e go

vern

men

t’s C

lear

Zon

es in

itia

tive

to in

vest

igat

e pu

blic

tran

spor

tan

d tr

affic

man

agem

ent

impr

ovem

ents

in u

rban

are

as th

roug

h th

e us

e of

tech

nolo

gy.

Bath

was

dec

lare

d a

Clea

r Zon

e ‘tr

ailb

laze

r’in

200

1, a

nd d

isse

min

ated

the

expe

rienc

e ga

ined

thro

ugh

the

Nor

thga

te S

tree

t‘B

us-G

ate’

proj

ect.

Und

er th

e ‘P

ower

shift

’pro

gram

me,

120

new

eas

y ac

cess

Eur

o III

sta

ndar

d ve

hicl

es h

ave

been

intr

oduc

ed b

y bu

s op

erat

ors,

in p

artn

ersh

ip w

ith

Bath

and

Nor

th E

ast

Som

erse

t. T

he m

ajor

ity,

116

buse

s, b

elon

g to

Firs

tgr

oup,

repr

esen

ting

a £

13.5

m in

vest

men

tan

d re

duci

ng th

e le

vel o

fem

issi

ons

for t

he b

enef

itof

the

com

mun

ity.

Stra

tegy

Impl

emen

ted

Broa

dly

as P

lann

ed

In S

outh

Glo

uces

ters

hire

4 n

ew b

us s

ervi

ces

wer

e in

trod

uced

in 2

004

augm

ente

d by

a fu

rthe

r 27

peak

hou

r rur

al b

uses

and

enh

ance

d ho

urly

ser

vice

s on

8 k

ey ro

utes

in 2

005.

The

resu

lt: t

he te

nye

ar ta

rget

met

in fi

ve y

ears

. Nor

th S

omer

set

is a

lso

on tr

ack

to m

eet

its

2010

targ

etw

ith

the

fillin

g in

of g

aps

in b

us s

ervi

ce p

rovi

sion

pla

nned

from

200

6/07

onw

ards

. W

e ha

ve fo

und

in B

ath

and

Nor

th E

ast

Som

erse

tth

atth

e di

sper

sed

patt

ern

of m

any

smal

l com

mun

itie

s is

esp

ecia

llysu

ited

to c

omm

unit

y tr

ansp

ort,

rath

er th

an m

ains

trea

m b

us s

ervi

ces,

wit

h 75

% o

f rur

alho

useh

olds

in B

ath

and

Nor

th E

ast

Som

erse

tno

w b

eing

ser

ved

by c

omm

unit

y tr

ansp

ort

sche

mes

. The

200

5 fig

ure

for b

us s

ervi

ce a

cces

s is

slig

htly

bel

ow th

e tr

ajec

tory

but

com

mun

ity

tran

spor

tpa

tron

age

has

gone

up

to c

ompe

nsat

e. O

vera

ll w

e ar

e on

trac

k to

mee

tth

is ta

rget

.

Stra

tegy

Impl

emen

ted

Broa

dly

as P

lann

ed

Nor

th S

omer

set

and

Bath

and

Nor

th E

ast

Som

erse

tha

ve b

een

part

of th

e M

endi

p H

ills

Stra

tegi

cAc

tion

Tra

ffic

Gro

up (S

TAG

), w

hich

was

con

vene

d to

look

at

way

s to

redu

ce tr

affic

(par

ticu

larly

frei

ght)

trav

ellin

g ac

ross

the

Men

dip

Hill

s Ar

ea o

f Out

stan

ding

Nat

ural

Bea

uty.

Thi

s br

ings

Tabl

e 5.

3 –

Impl

emen

tati

on o

f Sus

tain

able

Tra

nspo

rtSt

rate

gy (P

rofo

rma

B)

3. R

ecog

nise

the

part

icul

ar n

eeds

and

spe

cial

cha

ract

er o

f the

cou

ntry

side

77


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

a)Es

tabl

ishm

ent

offr

eigh

tqu

alit

ypa

rtne

rshi

ps,

deliv

erin

g si

gnif

ican

tou

tput

s an

dou

tcom

es

toge

ther

repr

esen

tati

ves

from

rura

l par

ishe

s an

d lo

cal i

nter

est

grou

ps a

s w

ell a

s th

e AO

NB

man

agem

ent

team

and

the

Coun

cils

.

ARu

ral T

rans

port

Part

ners

hip

has

been

dev

elop

ed in

our

are

a. Jo

int

wor

king

wit

h th

is R

TP h

asen

able

d th

e pr

omot

ion

of ru

ral t

rans

port

need

s an

d ha

s pl

ayed

a p

osit

ive

role

in in

vest

igat

ing

rura

l tra

nspo

rtis

sues

in o

ur a

rea.

The

RTP

has

pro

vide

d fu

ndin

g to

enh

ance

the

dial

-a-r

ide

book

ing

serv

ice

for N

ails

ea &

Dis

tric

tCo

mm

unit

y Tr

ansp

ort

and

assi

sted

the

Mid

som

er N

orto

nD

ial-a

-Rid

e se

rvic

e. T

hese

are

bot

h su

stai

nabl

e al

tern

ativ

es to

the

priv

ate

car.

The

RTP

has

also

awar

ded

smal

l gra

nts

to v

olun

tary

gro

ups,

em

ploy

ers

and

scho

ols

to fu

nd s

usta

inab

le tr

avel

educ

atio

n an

d in

fras

truc

ture

.

Subs

tant

ial i

nves

tmen

tha

s be

en m

ade

durin

g th

e pl

an p

erio

d in

pro

vidi

ng tr

ansp

ort

in ru

ral

area

s th

roug

h co

mm

unit

y tr

ansp

ort

init

iati

ves.

The

se e

nhan

ce a

cces

sibi

lity

whe

re c

omm

erci

alse

rvic

es a

re li

mit

ed a

nd re

duce

relia

nce

on th

e pr

ivat

e ca

r. Th

e le

vel o

f com

mun

ity

tran

spor

tpr

ovis

ion

in o

ur a

rea

has

incr

ease

d by

an

impr

essi

ve 6

7% o

ver t

he la

st5

year

s. T

arge

ts fo

rco

mm

unit

y tr

ansp

ort

patr

onag

e gr

owth

hav

e be

en s

tret

ched

and

met

in S

outh

Glo

uces

ters

hire

.(g

oto

Cha

pter

3 S

ocia

l Inc

lusi

on a

nd T

able

5.1

Pub

lic T

rans

port

Plan

Str

ateg

y)

In ru

ral p

arts

of o

ur a

rea

ther

ear

ea

num

ber o

f loc

atio

ns w

here

brid

lew

ays

mee

tan

d cr

oss

the

high

way

, and

a n

umbe

r of r

oads

are

use

d ex

tens

ivel

y by

wal

kers

, cyc

lists

and

hor

se ri

ders

and

subj

ect

to s

peed

rest

ricti

ons.

In

2004

/05,

‘Qui

etLa

nes’

proj

ects

cam

e fo

rwar

d fo

r a n

etw

ork

ofro

ads

and

Gre

en L

anes

in th

e vi

llage

of W

ello

w a

nd s

ettl

emen

ts in

the

Chew

Val

ley.

Wor

ksin

volv

ed re

visi

ons

to s

igns

and

line

s, a

nd fu

rthe

r red

ucti

ons

in s

peed

lim

its.

Ther

eha

ve b

een

4ru

ral t

rans

port

inte

rcha

nge

hubs

del

iver

ed th

roug

hout

Sout

h G

louc

este

rshi

redu

ring

the

last

five

year

s w

hich

hav

e br

ough

tw

ith

them

incr

ease

d ac

cess

for r

ural

resi

dent

s to

the

publ

ic tr

ansp

ort

netw

ork.

Stra

tegy

Impl

emen

ted

has

Exce

eded

Exp

ecta

tion

s

The

Bris

tol a

nd N

eigh

bour

ing

Auth

orit

ies

Frei

ght

Qua

lity

Part

ners

hip

(BAN

A FQ

P) b

rings

us

toge

ther

wit

h bu

sine

sses

, env

ironm

enta

l gro

ups,

com

mun

itie

s, p

olic

e, ra

il fr

eigh

top

erat

ors,

the

Hig

hway

s Ag

ency

and

the

Gov

ernm

ent

Off

ice

for t

he S

outh

Wes

t. T

he G

roup

mee

ts re

gula

rlyan

d ai

ms

to p

rom

ote

mor

e su

stai

nabl

e di

strib

utio

n of

frei

ght.

Tabl

e 5.

3 –

Impl

emen

tati

on o

f Sus

tain

able

Tra

nspo

rtSt

rate

gy (P

rofo

rma

B)

5. S

usta

inab

le D

istr

ibut

ion

78

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

b) E

ffec

tive

impl

emen

tati

on o

fsu

bsta

ntia

l lor

ryro

utin

g st

rate

gies

or

stra

tegi

es to

tran

sfer

flow

sto

oth

er m

odes

Am

ajor

suc

cess

of t

he F

QP

was

to d

eliv

er th

e pi

lot

edit

ion

of th

e Co

mm

erci

al V

ehic

le D

river

sAt

las,

hig

hlig

htin

g ap

prop

riate

frei

ght

dist

ribut

ion

rout

es in

Bris

tol a

nd th

e su

rrou

ndin

g ar

ea.

This

was

intr

oduc

ed in

200

4 an

d ha

s be

en w

ell r

ecei

ved

by th

e fr

eigh

tin

dust

ry. F

urth

er w

ork

isno

w b

eing

car

ried

out

to e

xten

d th

e At

las

to c

over

mor

e of

Bat

h an

d N

orth

Eas

tSo

mer

set,

Nor

thSo

mer

set

and

rura

l are

as o

f Sou

th G

louc

este

rshi

re.

We

are

also

mem

bers

of t

he S

outh

Wes

tRe

gion

al F

reig

htFo

rum

(RFF

), w

hich

has

pro

duce

d a

regi

onal

frei

ght

map

for t

he w

hole

of t

he S

outh

Wes

tRe

gion

. Thi

s w

as a

gree

d in

Janu

ary

2006

and

will

be

incl

uded

wit

hin

the

Regi

onal

Tra

nspo

rtSt

rate

gy a

s pa

rtof

the

over

-arc

hing

Reg

iona

lSp

atia

l Str

ateg

y fo

r the

Sou

th W

est

of E

ngla

nd.

Broa

dly

Impl

emen

ted

as P

lann

ed

Furt

her s

ubst

anti

al p

artn

ersh

ip w

orki

ng w

ith

busi

ness

es h

as s

een

the

intr

oduc

tion

of v

ario

ussc

hem

es to

impr

ove

tran

spor

tef

ficie

ncy

incl

udin

g th

e gr

ound

brea

king

Bro

adm

ead

Frei

ght

Cons

olid

atio

n Sc

hem

e. T

he in

itia

tive

ser

ves

over

50

Bris

tol c

ity

cent

re re

taile

rs fr

om a

cons

olid

atio

n ce

ntre

at

Emer

sons

Gre

en.

Init

ial r

esul

ts h

ave

show

n a

70%

redu

ctio

n in

frei

ght

mov

emen

ts (a

roun

d 75

,000

km) a

mon

g pa

rtic

ipat

ing

reta

ilers

. Th

is h

as re

duce

d th

e ne

ed fo

rlo

rrie

s to

com

e in

to th

e ci

ty c

entr

e.

The

Com

mer

cial

Veh

icle

Driv

ers

Atla

s m

enti

oned

abo

ve h

as a

cted

as

a su

cces

sful

mea

ns to

influ

ence

lorr

yro

utin

g m

akin

g us

e of

the

mos

tap

prop

riate

road

s an

d av

oidi

ng a

reas

of

sens

itiv

ity.

We

have

bee

n ke

en to

wor

k w

ith

the

frei

ght

indu

stry

as

part

of th

e im

prov

emen

ts to

tran

spor

tac

ross

the

JLTP

are

a. A

s w

ell a

s lis

teni

ng to

, and

lear

ning

from

the

oper

ator

s th

roug

h th

e ar

ea-

wid

e fr

eigh

tqu

alit

y pa

rtne

rshi

p (F

QP)

, we

have

bee

n w

orki

ng c

lose

ly w

ith

our n

eigh

bour

s an

din

dust

ryre

pres

enta

tive

s on

the

prod

ucti

on o

f the

sou

th w

est

regi

onal

frei

ght

map

(RFM

) whi

chai

ms

to p

rom

ote

the

mos

tap

prop

riate

rout

es fo

r HG

Vs a

cros

s th

e re

gion

. The

eff

ecti

ve ro

utin

g of

HG

Vsis

a k

ey a

spec

tin

our

ove

rall

aim

to m

inim

ise

nois

e an

d ai

r qua

lity

impa

cts

from

HG

Vsw

hich

aff

ect

qual

ity

of li

fe.T

his

also

ens

ures

that

cong

esti

on is

redu

ced

and

larg

e ve

hicl

esun

fam

iliar

wit

h th

e ar

ea h

ave

the

nece

ssar

y in

form

atio

n to

mak

e in

form

ed c

hoic

es a

bout

thei

rro

ute.

Build

ing

on th

is,t

here

is fu

rthe

r wor

k be

ing

plan

ned

to id

enti

fy lo

cal f

reig

htro

utes

(in

addi

tion

to th

e na

tion

al, r

egio

nal a

nd c

ount

y ro

utes

set

out

in th

e RF

M),

and

this

wor

k w

ill ti

e in

wit

h th

ere

view

of t

he ro

ad h

iera

rchy

that

is p

lann

ed to

take

pla

ce in

the

JLTP

per

iod.

Tabl

e 5.

3 –

Impl

emen

tati

on o

f Sus

tain

able

Tra

nspo

rtSt

rate

gy (P

rofo

rma

B)

79


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

1.M

axim

ise

the

role

of

cycl

ing

as a

tran

spor

tm

ode

2. T

o im

prov

e Q

ualit

y of

Life

and

sust

aina

bilit

y by

incr

easi

ng le

vels

of

cycl

ing

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Max

imis

ing

the

role

of c

yclin

g ha

s be

en a

key

ele

men

tof

the

first

LTP

and

one

that

has

been

ver

ysu

cces

sful

wit

h an

ove

rall

26%

incr

ease

in c

yclin

g ac

ross

the

Gre

ater

Bris

tol a

rea.

The

wid

espr

ead

and

varie

d im

plem

enta

tion

of c

yclin

g m

easu

res

(list

ed b

elow

in th

is ta

ble)

, the

filli

ng in

of

‘mis

sing

gap

s’in

the

cycl

ing

netw

ork,

pro

mot

ion

of c

yclin

g th

roug

h Tr

avel

Pla

ns (g

o to

Tab

le 5

.5Tr

avel

Pla

n St

rate

gy) a

nd e

xten

sive

pub

licit

y ha

ve a

ll he

lped

max

imis

e th

e ro

le o

f cyc

ling.

The

sem

easu

res

have

all

cont

ribut

ed to

our

impr

essi

ve in

crea

ses

in c

yclin

g.

The

rang

e of

mea

sure

s im

plem

ente

d to

ben

efit

and

enco

urag

e cy

clis

ts in

clud

e th

e co

ntin

ued

expa

nsio

n of

the

cycl

ing

netw

ork,

cyc

le p

arki

ng fa

cilit

ies,

on-

road

faci

litie

s to

ben

efit

cycl

ists

suc

has

adv

ance

d st

op li

nes,

and

gen

eral

on-

road

enh

ance

men

ts to

ben

efit

cycl

ists

ass

ocia

ted

wit

hbu

s pr

iorit

y m

easu

res.

On

the

nort

hern

sec

tion

of t

he A

38 S

how

case

Bus

Cor

ridor

, the

sem

easu

res

have

led

to a

13%

incr

ease

in c

yclin

g.

The

area

now

hos

ts a

num

ber o

f cyc

ling

even

ts a

nd th

ere

has

been

a s

igni

fican

tin

crea

se in

the

num

ber o

f cyc

lists

taki

ng p

art.

The

num

ber o

f cyc

lists

taki

ng p

art

in B

risto

l’s B

igge

stBi

ke R

ide,

for e

xam

ple,

has

qua

drup

led

betw

een

1996

and

200

5, w

ith

wel

l ove

r 4,0

00 p

arti

cipa

nts

in 2

005.

Inno

vati

ve c

ycle

trai

ning

is in

crea

sing

ly im

port

ant.

The

new

Nat

iona

l Sta

ndar

d fo

r Cyc

le T

rain

ing

has

been

intr

oduc

ed in

Sou

th G

louc

este

rshi

reem

ploy

ing

six

Accr

edit

ed C

ycle

Inst

ruct

ors.

Sou

thG

louc

este

rshi

rew

as o

ne o

f the

firs

tau

thor

itie

s in

the

coun

try

to a

dopt

this

new

sta

ndar

d. I

nBr

isto

l som

e cy

clin

g in

stru

ctor

s ha

ve b

een

retr

aine

d in

pre

para

tion

for f

ully

ado

ptin

g th

e ne

wN

atio

nal S

tand

ard

of 2

005.

Scho

ol c

ycle

trai

ning

has

incr

ease

d th

roug

hout

the

LTP,

wit

h al

mos

t4,

000

child

ren

rece

ivin

gtr

aini

ng a

cros

s G

reat

er B

risto

l in

2005

. Th

is h

as e

nabl

ed B

ath

and

Nor

th E

ast

Som

erse

tto

com

fort

ably

mee

tit

s lo

cal t

arge

tto

incr

ease

the

num

ber o

f chi

ldre

n re

ceiv

ing

cycl

e tr

aini

ng to

750

by th

e en

d of

the

LTP.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Incr

easi

ng c

yclin

g ca

n le

ad to

an

impr

oved

qua

lity

of li

fe fo

r cyc

lists

thro

ugh

impr

oved

fitn

ess

and

impr

oved

env

ironm

enta

l sus

tain

abili

ty a

s a

mod

e of

tran

spor

t.

As m

enti

oned

abo

ve, d

urin

g th

e LT

P th

ere

have

bee

n im

pres

sive

incr

ease

s in

cyc

ling

acro

ss th

ear

ea.

The

patt

erns

of t

hese

incr

ease

d cy

clin

g le

vels

sug

gest

that

peop

le a

re in

crea

sing

ly c

yclin

gas

a m

ode

of tr

ansp

ort,

as w

ell a

s fo

r lei

sure

. Fo

r exa

mpl

e, c

yclin

g tr

ips

to c

entr

al B

risto

l hav

e

Nor

th S

omer

set

Coun

cil’s

Tar

get

was

adju

sted

in 2

004.

Its

LTP

set

a nu

mbe

r of

targ

ets

(incl

udin

g ou

tput

targ

ets)

for t

heLT

P pe

riod

and

beyo

nd (u

p to

201

2) fo

rea

ch o

f the

mai

n to

wns

in th

e di

stric

t. In

2004

the

Coun

cil a

djus

ted

this

by

sett

ing

asi

ngle

targ

etfo

r the

who

le d

istr

ict,

and

drop

ping

the

outp

utta

rget

s, in

acco

rdan

ce w

ith

guid

ance

.

Tabl

e 5.

4 –

Impl

emen

tati

on o

f Cyc

ling

Stra

tegy

(Pro

form

a B)

80

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

3.To

bri

ng c

yclin

gpo

licy

to th

efo

refr

ont

of th

eCo

unci

ls’t

rans

port

polic

ies

incr

ease

d by

60%

ove

r the

LTP,

and

in th

e ar

ea’s

Nor

th F

ringe

, cyc

ling

has

been

am

ong

the

high

est

in th

e So

uth

Wes

t, de

spit

e a

lega

cy o

f dev

elop

men

tde

sign

ed a

roun

d th

e ne

eds

of th

e ca

r.

Trav

el a

war

enes

s ca

mpa

igns

and

cyc

ling

even

ts h

ave

play

ed a

n im

port

ant

role

in p

rom

otin

gcy

clin

g an

d in

par

ticu

lar r

aisi

ng a

war

enes

s of

the

pers

onal

hea

lth

bene

fits

of c

yclin

g, b

uild

ing

upon

the

orig

inal

‘Act

ive

for L

ife’a

war

enes

s ca

mpa

ign.

The

‘Don

’tCh

oke

Bris

tol’

sust

aina

ble

tran

spor

tin

form

atio

n ha

ndbo

ok d

istr

ibut

ed th

roug

h lo

cal e

mpl

oyer

s, s

choo

ls a

nd o

ther

mem

bers

of t

he p

ublic

incl

uded

info

rmat

ion

on th

e qu

alit

y of

life

ben

efit

s of

cyc

ling

(now

repl

aced

by

the

‘Tra

vel B

ette

r, Li

ve B

ette

r’jo

intl

y pr

oduc

ed h

andb

ook)

.

The

‘Jam

Bus

ting

June

’eve

nten

cour

ages

peo

ple

to c

hang

e th

e w

ay th

ey tr

avel

to w

ork,

by

invi

ting

com

mut

ers

to ta

ke u

p th

e ch

alle

nge

and

offe

rs p

rizes

as

ince

ntiv

es. I

tis

des

igne

d to

be

the

perf

ect

oppo

rtun

ity

for p

arti

cipa

nts

to fi

nd a

che

aper

, gre

ener

and

hea

lthi

er w

ay o

f tra

velli

ngto

wor

k, s

uch

as c

yclin

g (g

o to

Tab

le 5

.3).

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Cycl

ing

is a

n in

tegr

al p

art

of a

ll of

our

tran

spor

tati

on p

olic

ies,

as

set

out

in th

e LT

P. T

he R

oad

Safe

ty S

trat

egie

s id

enti

fy c

yclis

ts a

s a

vuln

erab

le u

ser g

roup

. The

str

ateg

ies

iden

tify

the

need

toad

dres

s lo

calis

ed re

peat

ed a

ccid

ent

loca

tion

s w

ith

safe

ty im

prov

emen

ts.

Two

of th

e co

unci

ls a

dopt

ed ro

ad u

ser h

iera

rchi

es, r

anki

ng th

e pr

iorit

y th

atsh

ould

be

give

n to

each

road

use

r, w

hich

pla

ce p

edes

tria

ns a

nd p

erso

ns w

ith

mob

ility

diff

icul

ties

at

the

top

follo

wed

by c

yclis

ts.

This

prin

cipl

e no

w fo

rms

part

of th

e Jo

int

Loca

l Tra

nspo

rtPl

an.

Prio

ritis

atio

n of

the

need

s of

cyc

lists

has

rem

aine

d a

key

cons

ider

atio

n in

det

erm

inin

g ne

wpl

anni

ng a

pplic

atio

ns a

nd h

as b

een

give

n co

ntin

ued

grea

ter e

mph

asis

dur

ing

the

LTP.

Nor

thSo

mer

set’s

Rep

lace

men

tLo

cal P

lan

and

Bris

tol’s

Loc

al P

lan

Prop

osed

Alt

erat

ions

for t

he fi

rst

tim

edi

stin

guis

hed

betw

een

long

and

sho

rtte

rm c

ycle

par

king

to e

nsur

eth

atth

e ap

prop

riate

type

of

cycl

ing

park

ing

is p

rovi

ded.

In

200

5 Br

isto

l pro

duce

d ‘A

Gui

de T

oCy

cle

Park

ing

Prov

isio

n’,

supp

lem

enti

ng th

e cy

clin

g se

ctio

ns o

f the

Loc

al P

lan.

Our

cyc

ling

stra

tegi

es h

ave

enab

led

cycl

ing

to b

e ab

sorb

ed in

to th

e w

ider

pol

icy

cont

ext.

This

incl

uded

alt

erat

ions

to th

e Lo

cal P

lan

(and

the

emer

ging

Loc

al D

evel

opm

ent

Fram

ewor

k),

stra

tegi

es to

pro

mot

e ph

ysic

al a

ctiv

ity,

pre

pare

d jo

intl

y w

ith

the

loca

l Prim

ary

Care

Tru

sts

such

as

Obe

sity

Str

ateg

y, A

ctiv

e Fo

r Life

, Phy

sica

l Act

ivit

y St

rate

gy, t

he R

oad

Safe

ty S

trat

egie

s an

dAc

cess

ibili

ty P

lann

ing

wor

k. T

his

reco

gnit

ion

of th

e ro

le o

f cyc

ling

and

the

prio

ritis

atio

n of

the

Impl

emen

tati

on h

as b

een

in a

ccor

danc

ew

ith

the

LTP

and

subs

eque

ntgu

idan

ce.

Tabl

e 5.

4 –

Impl

emen

tati

on o

f Cyc

ling

Stra

tegy

(Pro

form

a B)

81


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

4. T

o re

duce

the

risk

of

acci

dent

s to

cyc

lists

thus

incr

easi

ngpe

rson

al s

afet

y

5. T

o de

velo

p a

safe

,co

nven

ient

, eff

icie

ntan

d at

trac

tive

infr

astr

uctu

reco

nduc

ive

to c

yclin

g

need

s of

cyc

lists

is re

flect

ed in

new

sys

tem

s se

tup

to c

onsi

der a

ll pl

anni

ng a

pplic

atio

ns w

here

spec

ific

gain

s fo

r cyc

ling

are

soug

ht, i

n ad

diti

on to

the

user

hie

rarc

hy a

nd p

arki

ng s

tand

ards

.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

In B

risto

l cyc

le c

asua

ltie

s ov

eral

l hav

e re

mai

ned

rela

tive

ly c

onst

ant.

Taki

ng in

to c

onsi

dera

tion

the

40%

incr

ease

in c

yclin

g le

vels

, thi

s ca

n be

vie

wed

as

a si

gnifi

cant

decr

ease

in th

e ac

cide

ntra

te.

Road

Saf

ety

and

Cycl

ing

cons

ider

atio

ns a

re 'b

uilt-

in' t

o Br

isto

l’s s

chem

e as

sess

men

tpr

oces

s fo

rhi

ghw

ay w

orks

and

app

ropr

iate

impr

ovem

ents

are

mad

e to

sch

eme

prop

osal

s at

the

desi

gnst

age

whe

reve

r pra

ctic

al.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

The

impr

essi

ve in

crea

se in

cyc

ling

durin

g th

e LT

P ca

n be

larg

ely

attr

ibut

ed to

impr

oved

infr

astr

uctu

re c

ondu

cive

to c

yclin

g. D

urin

g th

e LT

P pe

riod

we

have

del

iver

ed:

•48

cyc

le la

nes

cove

ring

33km

.

•48

cyc

le tr

acks

cov

erin

g 40

km.

•17

1 ne

w c

ycle

par

king

faci

litie

s.

•53

new

adv

ance

d st

op li

nes.

•25

oth

er c

yclin

g sc

hem

es.

•St

rate

gic

Cycl

e Re

view

s on

the

four

mai

n ar

teria

l rou

tes

betw

een

Sout

h G

louc

este

rshi

re a

ndBr

isto

l (£0

.1m

wor

th o

f mea

sure

s).

•N

ew c

ycle

faci

litie

s pr

ovid

ed a

long

the

A417

4 Av

on R

ing

Road

as

part

of th

e Su

pple

men

tary

Bid.

Tota

l exp

endi

ture

on

cycl

ing

(incl

udin

g th

e cy

cle

revi

ews)

has

am

ount

ed to

mor

e th

an £

4 m

illio

ndu

ring

the

LTP.

Thro

ugho

utth

e LT

P pe

riod

ther

e ha

s be

en p

artn

ersh

ip w

orki

ng w

ith

Sust

rans

in d

eliv

erin

g th

eN

atio

nal C

ycle

Net

wor

k (N

CN) i

n th

e G

reat

er B

risto

l are

a. T

here

was

a p

artn

ersh

ip a

gree

men

tw

ith

Sust

rans

whi

ch in

clud

ed a

num

ber o

f ele

men

ts w

hich

hel

ped

to p

rom

ote

cycl

ing

and

has

intr

oduc

ed a

new

rout

e to

Por

tish

ead

follo

win

g N

CN ro

ute

33.

Sect

ions

of N

CN ro

ute

3im

plem

ente

d ha

ve in

clud

ed th

e W

hitc

hurc

h Pa

th (l

inki

ng B

risto

l), a

nd s

ecti

ons

of th

e Ch

ewVa

lley

Lake

rout

e. W

ork

on N

CN ro

ute

24 h

as in

clud

ed th

e Co

llier

s W

ay le

ngth

from

Dun

das

Aque

duct

to F

rom

e.

Bris

tol C

ity

Coun

cil i

nves

ted

mor

e ca

pita

lin

road

saf

ety

and

also

sig

ned

a lo

cal

publ

ic s

ervi

ce a

gree

men

tw

ith

the

gove

rnm

ent

on ro

ad s

afet

y.

Impl

emen

tati

on h

as b

een

in a

ccor

danc

ew

ith

the

LTP

and

subs

eque

ntgu

idan

ce

Tabl

e 5.

4 –

Impl

emen

tati

on o

f Cyc

ling

Stra

tegy

(Pro

form

a B)

82

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

6.To

impr

ove

inte

rcha

nges

and

incr

ease

oppo

rtun

itie

s fo

rco

mbi

ned

cycl

e an

dpu

blic

tran

spor

tjo

urne

ys

7.To

wid

ely

prom

ote

cycl

ing

and

it’s

cont

ribu

tion

s to

wid

er C

ounc

ilob

ject

ives

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Cycl

e pa

rkin

g ha

s be

en in

stal

led

atev

ery

rail

stat

ion

in N

orth

Som

erse

t. T

his

is re

flect

ed in

perf

orm

ance

of t

he lo

cal t

arge

tto

incr

ease

non

-car

mod

es o

f tra

vel t

o ra

il st

atio

ns, w

hich

is n

owab

ove

traj

ecto

ry, i

ncre

asin

g by

27%

sin

ce 2

001.

Bris

tol T

empl

e M

eads

Sta

tion

now

has

250

spa

ces

for c

ycle

par

king

on

the

mai

n pl

atfo

rm, a

ndYa

te ra

il st

atio

n ha

s ha

d cy

cle

lock

ers

inst

alle

d. C

ycle

par

king

has

als

o be

en d

eliv

ered

at

othe

rm

ajor

inte

rcha

nges

suc

h as

the

new

Bus

Sta

tion

at

St. J

ames

Bar

ton

and

the

Trav

el In

form

atio

nCe

ntre

loca

ted

in B

risto

l Cit

y Ce

ntre

.

Dur

ing

the

LTP

perio

d w

e ha

ve c

onti

nued

a ro

lling

pro

gram

me

of in

stal

ling

cycl

e pa

rkin

g at

dest

inat

ions

acr

oss

the

area

. As

wel

l as

publ

ic b

uild

ing,

sho

ppin

g ar

eas

and

scho

ols

this

has

incl

uded

a n

umbe

r of k

ey b

us s

tops

on

the

prin

cipa

l bus

rout

es.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

We

have

pub

lishe

d a

set

of fo

ur in

terlo

ckin

g cy

clin

g m

aps,

sho

win

g on

and

off

-roa

d cy

cle

rout

es,

cycl

e fa

cilit

ies

such

as

Adva

nced

Sto

p Li

nes,

cyc

list

exem

ptno

-ent

ries

and

cycl

e sh

ops.

In 2

005

40,0

00 m

aps

wer

edi

strib

uted

acr

oss

the

Gre

ater

Bris

tol a

rea.

We

have

wor

ked

clos

ely

both

inte

rnal

ly a

nd w

ith

exte

rnal

par

tner

s to

rais

e th

e pr

ofile

and

leve

lsof

cyc

ling.

Regu

lar m

eeti

ngs

of C

ycle

For

ums

have

kep

tth

e pu

blic

clo

sely

invo

lved

and

info

rmed

on c

ycle

mat

ters

. Ex

tens

ive

cycl

e ca

mpa

igns

incl

udin

g an

nual

‘Bik

e W

eek’

and

new

cyc

le m

aps

wit

h ne

ighb

ourin

g Co

unci

ls h

ave

also

hel

ped.

A la

rge

perc

enta

ge o

f Gre

en C

omm

uter

Clu

bm

embe

rs (g

o to

Tab

le 5

.5) n

ow h

ave

Bicy

cle

Use

r Gro

ups.

Nor

th S

omer

set

Coun

cil h

as tr

ialle

d an

inno

vati

ve s

chem

e th

atof

fers

two

swim

s fo

r the

pric

e of

one

for a

nyon

e w

ho c

ycle

s to

Por

tish

ead

Swim

min

g Po

ol. I

n 20

05 s

ome

200

peop

le re

gist

ered

tota

kead

vant

age

of th

e sc

hem

e an

d th

is s

ucce

ss h

as s

een

the

sche

me

bein

g re

peat

ed in

200

6.

The

prof

ile o

f cyc

ling

has

also

bee

n ra

ised

thro

ugh

even

ts s

uch

as B

risto

l’s B

igge

stBi

ke R

ide

whi

ch la

stye

ar a

ttra

cted

ove

r 4,0

00 p

arti

cipa

nts.

Itis

est

imat

ed th

at15

,000

indi

vidu

als

took

par

tdu

ring

the

LTP

perio

d.

Mod

e sh

are

on th

e jo

urne

y to

railw

ayst

atio

ns, w

as a

targ

etin

Nor

th S

omer

set

Coun

cil’s

LTP,

whi

ch b

ecam

e a

Loca

lTa

rget

in th

e co

unci

ls re

view

of t

arge

ts in

2004

in a

ccor

danc

e w

ith

guid

ance

.

Impl

emen

tati

on h

as b

een

in a

ccor

danc

ew

ith

the

LTP

and

subs

eque

ntgu

idan

ce.

Revi

ews

in N

orth

Som

erse

tha

vehi

ghlig

hted

the

need

for t

he c

ounc

il to

incr

ease

its

staf

fing

com

mit

men

tto

cycl

ing.

In 2

005

the

coun

cil c

reat

ed a

new

post

of C

yclin

g O

ffic

er w

hich

has

now

been

fille

d. A

ltho

ugh

only

in p

ost

for t

hela

tter

per

iod

of th

e LT

P su

bsta

ntia

lpr

ogre

ss h

as b

een

mad

e, s

ecur

ing

exte

rnal

fund

ing

and

incr

easi

ng p

ublic

ity

and

awar

enes

s th

roug

h th

e cr

eati

on o

f aCy

cle

Foru

m.

Tabl

e 5.

4 –

Impl

emen

tati

on o

f Cyc

ling

Stra

tegy

(Pro

form

a B)

83


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

1.A

chie

vem

ent

ofTa

rget

sSt

rate

gy B

road

ly Im

plem

ente

d as

Pla

nned

.

Stra

tegy

We

adop

ted

a ph

ased

str

ateg

y th

atta

rget

ed m

ajor

sit

es a

nd p

artn

ersh

ip w

orki

ng w

ith

bigg

est

empl

oyer

s/ o

rgan

isat

ions

. Thi

s ac

ted

as a

spr

ingb

oard

for t

he p

rom

otio

n of

trav

el p

lans

tosm

alle

r em

ploy

ers/

sit

es.

Num

ber o

f tra

vel p

lans

•Tr

avel

pla

ns h

ave

been

impl

emen

ted

by 1

32m

ajor

em

ploy

ers.

•Ba

th a

nd N

orth

Eas

tSo

mer

set

loca

l tar

getT

11 to

ach

ieve

10

trav

el p

lans

by

2005

/06

met

risin

g fr

om a

bas

elin

e of

4 in

200

0 to

13

in 2

006.

•Br

isto

l loc

al ta

rget

14 to

incr

ease

% o

f new

bus

ines

s de

velo

pmen

tpl

anni

ng p

erm

issi

ons

wit

htr

avel

pla

n m

etris

ing

from

a b

ase

of 3

3% in

200

2/03

to 8

6% in

200

4/05

and

100

% in

200

5/06

.

•N

orth

Som

erse

tlo

cal t

arge

tfo

r the

ado

ptio

n of

1 p

lan

per y

ear m

et.

By 2

005/

06 a

tota

l of 1

3tr

avel

pla

ns h

ad b

een

deve

lope

d.

•So

uth

Glo

uces

ters

hire

loca

l tar

get

3(12

) for

75%

of l

arge

em

ploy

ers

(>20

0 st

aff)

act

ivel

yim

plem

enti

ng tr

avel

pla

ns u

p fr

om 2

5% in

200

0/01

to 6

0% in

200

5/06

.

Trav

el b

yM

odes

•So

uth

Glo

uces

ters

hire

loca

l tar

get

3(5)

to in

crea

se %

of c

ars

wit

h 2+

occ

upan

ts u

p fr

om 8

.8%

base

in 2

001/

02 to

13.

1% in

200

5/06

.

•So

uth

Glo

uces

ters

hire

loca

l tar

get

3(1)

for c

yclin

g to

wor

k ris

en fr

om b

asel

ine

of 4

% in

2001

/02

to 1

0% in

200

5/06

. Ta

rget

traj

ecto

ry o

f 10%

met

.

Empl

oyee

s

•Ba

th a

nd N

orth

Eas

tSo

mer

set

loca

l tar

getT

12 fo

r 15%

of e

mpl

oyee

s to

be

cove

red

by a

dopt

edtr

avel

pla

n by

200

5/06

. Bas

elin

e in

200

2/03

of 9

650

empl

oyee

s. 1

3 pl

ans

in p

lace

by

2005

/06

cove

ring

mor

e th

an 1

5% o

f em

ploy

ees.

Oth

er

•Br

isto

l loc

al ta

rget

(21)

to in

crea

se n

umbe

r of B

risto

l em

ploy

ers

rece

ivin

g Av

on A

rea

Empl

oyer

s’Tr

avel

Pla

n Aw

ards

by

400%

. Tar

get

met

by 2

003/

04 w

ith

19 e

mpl

oyer

s.

Repl

aces

pre

viou

s le

ss s

tret

chin

g ta

rget

in a

ccor

danc

e w

ith

guid

ance

.

No

targ

etse

tbe

fore

200

2/03

as

diff

icul

ties

exp

erie

nced

in re

lati

ng to

the

size

of e

mpl

oyer

. N

ow u

sing

Cou

ncil

wor

kfor

ce a

s a

suit

able

pro

xy.

Tabl

e 5.

5 –

Impl

emen

tati

on o

f Tra

vel P

lans

(Pro

form

a B)

84

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

2.Pa

rtne

rshi

p W

orki

ngan

d A

ctio

n on

Tra

vel

Aw

aren

ess

Mon

itor

ing

Regu

lar m

onit

orin

g th

roug

h jo

urne

y to

wor

k su

rvey

s ha

s be

en e

ssen

tial

in h

elpi

ng u

s to

revi

ewpr

ogre

ss a

nd a

lloca

te re

sour

ces

acco

rdin

gly.

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed

Staf

f: T

rave

l Pla

n O

ffic

ers

appo

inte

d pa

rtly

fund

ed th

roug

h D

ETR

Burs

ary

Awar

d, p

artl

y by

Coun

cil r

esou

rces

. Tra

vel p

lan

wor

k in

Bat

h an

d N

orth

Eas

tSo

mer

set

dire

cted

thro

ugh envolve,

alo

cal v

olun

tary

env

ironm

enta

l org

anis

atio

n.

Reve

nue

Fund

ing:

We

spen

d ov

er £

100,

000

aye

ar o

n re

venu

e su

ppor

tfo

r tra

vel p

lan

acti

viti

es.

Capi

tal F

undi

ng: A

tota

l of a

bout

£0.5

mof

LTP

capi

tal f

undi

ng h

as b

een

devo

ted

to tr

avel

pla

nsov

er th

e LT

P pe

riod.

Com

mut

er C

lubs

Com

mut

er C

lubs

hav

e be

en e

stab

lishe

d ac

ross

the

Gre

ater

Bris

tol a

rea

to e

ngag

e w

ith

the

busi

ness

com

mun

ity,

pro

vide

a fo

rum

for c

onsu

ltat

ion,

join

tly

deve

lop

solu

tion

s an

d en

cour

age

netw

orki

ng. A

Gre

ater

Bris

tol C

omm

uter

Clu

b N

etw

ork

was

est

ablis

hed

to e

ncou

rage

com

mun

icat

ion

and

spre

ad b

est

prac

tice

.

Firs

tar

e re

pres

ente

d on

the

Net

wor

k an

d pr

omot

e ti

cket

ing

and

agen

cy s

chem

es. A

ppro

xim

atel

y10

3 em

ploy

ers

are

invo

lved

in d

isco

unt

sche

mes

and

app

roxi

mat

ely

25 a

ctas

age

nts

for t

icke

tsa

les.

Com

mut

er c

lub

acti

viti

es h

ave

incl

uded

:

•G

reen

Com

mut

er C

lub

in B

risto

l has

gro

wn

to 1

08, a

tten

danc

e at

club

mee

ting

s av

erag

es

25-4

0.

•G

roup

ing

for e

mpl

oyer

s se

tup

for n

ew o

ffic

es a

tTem

ple

Qua

y. P

roje

cts

deve

lope

d: a

rea

trav

elm

ap; a

rea

Bike

Use

r Gro

up; f

irst

grou

p el

ectr

onic

car

sha

resc

hem

e.

•G

roup

ings

als

o es

tabl

ishe

d fo

r Bris

tol’s

Har

bour

side

are

a (v

isit

or a

ttra

ctio

ns) a

nd s

uppo

rtgi

ven

to g

roup

s of

em

ploy

ers

in A

vonm

outh

/Cab

otPa

rk; C

ater

Roa

d in

dust

rial p

ark;

Impe

rial

Trad

ing

Esta

te; a

nd in

Sou

th B

risto

l.

•In

Bris

tol a

bout

56%

of c

ompa

nies

wit

h m

ore

than

100

em

ploy

ees

now

hav

e tr

avel

pla

ns. T

he

Som

e de

lay

in tr

avel

pla

n ac

tivi

ty in

secu

ring

reso

urce

s, e

spec

ially

for C

ounc

ilsun

succ

essf

ul w

ith

Burs

ary

bids

. Tra

vel

plan

pos

ts n

ow p

erm

anen

t.

Abi

d to

buy

bus

es to

pro

vide

a d

irect

link

from

Tem

ple

Qua

yto

the

cent

ral a

rea

ofBr

isto

l was

uns

ucce

ssfu

l but

amen

dmen

ts to

the

loca

l bus

net

wor

kha

ve s

igni

fican

tly

impr

oved

bus

acc

ess

e.g.

73,

500

ser

vice

s.

Tabl

e 5.

5 –

Impl

emen

tati

on o

f Tra

vel P

lans

(Pro

form

a B)

85


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

resu

lts

have

bee

n im

pres

sive

wit

h co

mpa

nies

wit

h ac

tive

trav

el p

lans

ach

ievi

ng re

duct

ions

insi

ngle

occ

upan

cy v

ehic

le tr

ips

of b

etw

een

5% a

nd 3

0%.

•G

reen

Com

mut

er C

lub

in S

outh

Glo

uces

ters

hire

, a h

ugel

y ef

fect

ive

foru

m w

ith

72m

embe

rs.

Now

spl

itin

to tw

o to

man

age

incr

easi

ng m

embe

rshi

p m

ore

effe

ctiv

ely–

Azt

ec W

estT

rave

lFo

rum

(27

mem

bers

) and

Nor

th F

ringe

(45

mem

bers

). G

reen

Tra

vel R

oads

how

s ar

e or

gani

sed

wit

h su

ppor

tfr

om F

irst,

Wes

sex

Trai

ns a

nd L

ife C

ycle

UK

and

held

regu

larly

eve

ry y

ear a

tRA

C,U

WE,

Alli

anz

Corn

hill,

GE

and

Azte

c W

est.

•Ba

th a

nd N

orth

Eas

tSo

mer

setT

rave

l For

um h

as g

row

n fr

om th

e or

igin

al B

ath

Empl

oyer

s’Tr

avel

Pla

n Fo

rum

and

wor

k un

dert

aken

by

the

Coun

cil i

n pa

rtne

rshi

p w

ith

the

volu

ntar

yse

ctor

env

ironm

enta

l gro

up envolve

on th

e Ta

ke F

ive

proj

ect.

Now

has

17

mem

bers

incl

udin

gth

e U

nive

rsit

y of

Bat

h, th

e W

esse

x W

ater

regi

onal

hea

dqua

rter

s an

d Ro

yal U

nite

d H

ospi

tal a

ndm

eets

3 ti

mes

a y

ear.

•In

Nor

th S

omer

set

an e

mpl

oyer

gro

up h

as b

een

set

up in

Wes

ton-

supe

r-M

are

incl

udin

g th

eSo

vere

ign

Cent

re, W

esto

n G

ener

al H

ospi

tal a

nd W

esto

n Co

llege

. Con

tinu

ing

dial

ogue

has

take

n pl

ace

wit

h Br

isto

l Int

erna

tion

al A

irpor

t, w

hich

is d

evel

opin

g a

trav

el p

lan

as p

art

of it

sm

aste

r pla

n fo

r exp

ansi

on.

Trav

el P

lan

Aw

ard

Our

Avo

n Ar

ea E

mpl

oyer

s’Tr

avel

Pla

n Aw

ard,

sup

port

ed b

y th

e CB

I and

Bus

ines

s W

est,

has

gone

from

str

engt

h to

str

engt

h. It

has

prov

ided

an

exce

llent

plat

form

for p

osit

ive

med

ia p

ublic

ity.

Ove

r40

firm

s an

d or

gani

sati

ons

have

rece

ived

aw

ards

, nin

e of

them

ach

ievi

ng G

old

Awar

d st

atus

for

decr

easi

ng s

ingl

e ca

r occ

upan

cy b

y 7%

or m

ore.

The

Sov

erei

gn C

entr

e in

Wes

ton-

supe

r-M

are

won

aG

old

awar

d fo

r the

33%

redu

ctio

n in

em

ploy

ee s

ingl

e oc

cupa

ncy

car t

rips

to th

eir s

ite.

Wor

king

thro

ugh

the

Plan

ning

Pro

cess

Plan

ning

app

licat

ions

are

trac

ked

and

tran

spor

tas

sess

men

ts u

sed

to id

enti

fy ta

rget

s an

dm

onit

orin

g.Co

ntrib

utio

ns to

war

ds m

easu

res

to s

uppo

rttr

avel

pla

ns a

re s

ecur

ed th

roug

h S1

06ag

reem

ents

. The

se a

rese

en a

s a

furt

her m

etho

d fo

r 're

crui

ting

' em

ploy

ers

into

the

trav

el p

lan

mov

emen

t.

Coun

cil S

taff

Tra

vel P

lans

We

have

mad

e pr

ogre

ss w

ith

our o

wn

staf

f tra

vel p

lans

:

Som

e de

lays

bec

ause

of s

taff

reso

urce

s;no

w re

solv

ed.

Som

e de

lays

bec

ause

of s

taff

reso

urce

s;no

w re

solv

ed.

Rest

ruct

ured

to m

ake

itsi

mpl

er to

use

and

intr

oduc

ed G

old,

Bro

nze

and

Silv

eraw

ards

.

Scal

e of

new

dev

elop

men

tan

d pl

anni

ngap

plic

atio

ns h

as m

eant

incr

ease

d in

put

from

pla

nnin

g an

d tr

ansp

ort

staf

f.

Tabl

e 5.

5 –

Impl

emen

tati

on o

f Tra

vel P

lans

(Pro

form

a B)

86

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

•Al

l fou

r Cou

ncils

hav

e ca

rrie

d ou

tsu

rvey

s of

sta

ff tr

avel

pat

tern

s.

•Br

isto

l Cit

y Co

unci

l pla

n ad

opte

d 20

00 a

nd u

pdat

ed 2

004.

11

maj

or s

ites

now

hav

e tr

avel

plan

s. S

ingl

e ca

r occ

upan

cy fe

ll by

8%

ove

r the

200

3-20

06 p

erio

d.

•So

uth

Glo

uces

ters

hire

Cou

ncil

plan

ado

pted

200

2, n

ow b

eing

pre

pare

d fo

r re-

laun

ch.

•Ba

th a

nd N

orth

Eas

tSo

mer

set

and

Nor

th S

omer

set

Coun

cils

are

pro

gres

sing

thei

r pla

ns to

adop

tion

.

•Sc

hem

es in

clud

e ad

opti

on o

f cyc

le a

llow

ance

s an

d in

tere

st-f

ree

loan

s fo

r cyc

le p

urch

ase;

wor

kpla

ce c

ycle

impr

ovem

ents

; ext

ende

d po

ol c

ar a

vaila

bilit

y; in

crea

sed

mile

age

allo

wan

ce fo

rca

r sha

ring

on C

ounc

il bu

sine

ss; p

rodu

ctio

n an

d w

ide

diss

emin

atio

n of

em

ploy

ee tr

avel

guid

es.

Wor

king

wit

h Le

isur

e Ve

nues

, Tou

rist

Attr

acti

ons

and

Reta

ilers

We

have

wor

ked

wit

h sh

oppi

ng c

entr

e an

d le

isur

e ve

nue

oper

ator

s on

pub

lic tr

ansp

ort,

cycl

ing

and

wal

king

info

rmat

ion.

Wes

ton-

supe

r-M

are’

s So

vere

ign

Shop

ping

Cen

tre

trav

el p

lan

isam

biti

ous

as it

cove

rs b

oth

its

own

dire

ctly

em

ploy

ed e

mpl

oyee

s, a

nd a

lso

thos

e of

its

shop

tena

nts.

Nei

ghbo

urho

od T

rans

port

Init

iati

ves

Appr

oxim

atel

y 40

sch

emes

are

sup

port

ed in

Bris

tol w

ith

gran

ts ra

ngin

g fr

om £

150

to £

5,00

0.Sc

hem

es in

clud

e po

ol b

ikes

,pro

mot

iona

l/in

form

atio

n pr

ojec

ts, c

omm

unit

y tr

ansp

ort

prov

isio

nan

d sc

hool

trav

el p

lans

.

Hea

lth

Part

ners

hips

We

have

wor

ked

wit

h th

e m

ajor

hos

pita

ls o

n st

aff t

rave

l pla

ns. A

tSo

uthm

ead

Hos

pita

l EC

VIVA

LDI p

roje

ctfu

ndin

g ha

s he

lped

enh

ance

tran

spor

tin

terc

hang

e fa

cilit

ies

and

prod

uce

area

-ba

sed

trav

el m

aps

cove

ring

all t

rave

l opt

ions

. Bris

tol R

oyal

Infir

mar

y, R

oyal

Uni

ted

Hos

pita

l and

Wes

ton

Gen

eral

Hos

pita

l hav

eal

l bee

n ac

tive

in th

e tr

avel

pla

n fie

ld.

Our

dev

elop

ing

wor

k on

acc

essi

bilit

y pl

anni

ng, i

nclu

ding

the

Bris

tol H

ealt

h Se

rvic

e Pl

an a

nddi

scus

sion

s w

ith

the

Hos

pita

l and

Prim

ary

Care

Tru

sts,

has

boo

sted

par

tner

ship

wor

king

.

Acti

vity

incr

ease

d as

a re

sult

of p

ropo

sals

com

ing

forw

ard

for n

ew h

ospi

tals

and

othe

r hea

lth

faci

litie

s an

d ne

w e

mph

asis

on a

cces

sibi

lity

plan

ning

.

Tabl

e 5.

5 –

Impl

emen

tati

on o

f Tra

vel P

lans

(Pro

form

a B)

87


Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

Nei

ghbo

urin

g A

utho

riti

es

Apar

tfr

om th

e w

ell e

stab

lishe

d jo

int

wor

king

bet

wee

n us

in th

e G

reat

er B

risto

l are

a th

ere

has

been

an

ongo

ing

dial

ogue

wit

h ad

jace

ntau

thor

itie

s on

LTP

issu

es, w

ith

spec

ial e

mph

asis

on

the

rela

tion

ship

bet

wee

n W

estW

iltsh

ire a

nd e

mpl

oym

ent

in B

ath.

Air

port

Surf

ace

Acc

ess

Stra

tegy

We

are

all a

ctiv

e m

embe

rs o

f Bris

tol I

nter

nati

onal

Airp

ort’s

Air

Tran

spor

tFo

rum

, whi

ch g

uide

san

d ad

vise

s th

e de

velo

pmen

tan

d im

plem

enta

tion

of t

he A

irpor

tSu

rfac

e Ac

cess

Str

ateg

y.

Wid

er T

rave

l Aw

aren

ess

Act

ivit

ies

We

have

mad

e th

e lin

k w

ith

wid

er tr

avel

aw

aren

ess

acti

viti

es. B

risto

l and

Sou

th G

louc

este

rshi

rear

e en

erge

tic

mem

bers

of t

he N

atio

nal T

rave

lWis

e As

soci

atio

n. T

he A

ssoc

iati

on’s

Nat

iona

lCo

nfer

ence

is b

eing

hel

d in

Bris

tol i

n N

ovem

ber 2

006.

Our

wid

er a

ctiv

itie

s in

clud

e:

•Sc

hool

trav

el p

lans

: 19

8sc

hool

s ha

ve a

dopt

ed p

lans

. In

2004

we

assi

sted

46

scho

ols

inpr

oduc

ing

plan

s an

d 56

scho

ols

prod

uced

pla

ns in

200

5. D

ecre

ase

in c

ar u

se o

n th

e sc

hool

run

in N

orth

Som

erse

tfr

om 4

7% in

200

3 to

41%

in 2

006

and

in S

outh

Glo

uces

ters

hire

, fal

len

from

39%

in 2

000/

01 to

33%

in 2

005/

06.

•N

atio

nal B

ike

Wee

k: B

risto

l's B

igge

stBi

ke R

ide

and

Bike

Bre

akfa

sts

(go

to T

able

5.4

).

•Cy

cle

Prom

otio

n in

clud

ing

Adul

tCy

cle

trai

ning

sch

eme,

wor

kpla

ce p

rom

otio

ns, m

ass

part

icip

atio

n ev

ents

, ope

ning

of U

K’s

first

purp

ose

built

cycl

e re

sour

ce c

entr

e in

Bris

tol c

ity

cent

re a

nd C

ycle

Wes

t‘T

ake

a st

and’

proj

ect

(go

to T

able

5.4

).

•Bi

cycl

e U

ser G

roup

s (in

clud

ing,

in S

outh

Glo

uces

ters

hire

, Rol

ls R

oyce

, Airb

us, M

oD, S

TM a

tAz

tec

Wes

t, Ro

yal M

ail a

nd th

e Co

unci

l).

•'Ja

m B

usti

ng Ju

ne':

even

tin

trod

uced

in 2

005

wit

h 57

diff

eren

tem

ploy

ers

(go

to T

able

5.3

).

•Eu

rope

an M

obili

ty W

eek:

a fo

cus

for t

he T

rave

l Pla

n Aw

ards

.

•Pe

rson

alis

ed tr

avel

pla

nnin

g: T

rave

lSm

art®

pro

gram

me

(go

to T

able

5.3

).

Clos

er jo

int

wor

king

bet

wee

n us

has

resu

lted

in m

any

trav

el p

lan

acti

viti

esbe

ing

shar

ed.

Scho

ol tr

avel

pla

ns b

oost

ed b

y D

fT/

DfE

Sfu

ndin

g.

Pers

onal

ised

trav

el p

lann

ing

expa

nded

as

resu

ltof

VIV

ALD

I fun

ding

.

Tabl

e 5.

5 –

Impl

emen

tati

on o

f Tra

vel P

lans

(Pro

form

a B)

88

Del

iver

y Be

nchm

ark

(wha

tw

e pl

anne

d to

do)

Wha

tha

s be

en d

one

Expl

anat

ions

for c

hang

es to

wha

tw

as p

lann

ed

3.Im

prov

emen

ts to

Wal

king

and

Cyc

ling

Faci

litie

s an

d Pu

blic

Tran

spor

tfo

r Jou

rney

sto

Wor

k

Stra

tegy

Bro

adly

Impl

emen

ted

as P

lann

ed.

Wal

king

We

have

del

iver

ed a

rang

e of

sch

emes

that

mak

e it

easi

er a

nd s

afer

to w

alk

to w

ork.

Ove

r 200

spec

ific

pede

stria

n sc

hem

es h

ave

been

car

ried

out

and

this

num

ber i

s sw

elle

d by

new

and

enha

nced

cro

ssin

gs (g

o to

Tab

le 5

.2).

Our

inve

stm

ent

in c

ity

and

tow

n ce

ntre

rege

nera

tion

has

emph

asis

ed th

e im

port

ance

of t

he p

edes

tria

n (g

o to

Cha

pter

3).

We

have

als

o w

orke

d w

ith

deve

lope

rs to

sec

ure

on- a

nd o

ff-s

ite

pede

stria

n fa

cilit

ies.

Acc

ess

to b

us s

tops

and

railw

ayst

atio

ns h

as a

lso

been

impr

oved

(go

to T

able

5.1

)

Cycl

ing

Our

impl

emen

tati

on p

rogr

amm

es h

ave

incl

uded

man

y cy

clin

g sc

hem

es a

nd w

e ar

e pr

oud

of o

urac

hiev

emen

ts. T

he n

umbe

r and

rang

e of

faci

litie

s ha

s in

crea

sed

dram

atic

ally

and

mad

e cy

clin

g a

real

opt

ion

for w

ork

jour

neys

. (go

to C

hapt

er 4

and

Tab

le 5

.4)

Publ

ic T

rans

port

Jour

neys

to w

ork

have

ben

efit

ed fr

om th

e su

bsta

ntia

l cap

ital

and

reve

nue

reso

urce

s w

e ha

ve p

utin

to e

nhan

cing

pub

lic tr

ansp

ort

infr

astr

uctu

re(g

oto

Tab

le 5

.1).

Capi

tal p

roje

cts

such

as

our

show

case

rout

es a

nd in

vest

men

tin

bus

prio

ritie

s an

d be

tter

pas

seng

er a

nd in

form

atio

n fa

cilit

ies

all c

ontr

ibut

e to

mak

ing

the

bus

a m

ore

attr

acti

ve c

hoic

e fo

r get

ting

to w

ork.

Our

reve

nue

fund

ing

has

supp

orte

d no

n-co

mm

erci

al b

us s

ervi

ces

esse

ntia

l for

rura

l and

oth

er re

side

nts.

Urb

an a

nd R

ural

Bus

Cha

lleng

e fu

ndin

g ha

s he

lped

us

kick

star

tse

rvic

es in

oth

er a

reas

. Dev

elop

erco

ntrib

utio

ns h

ave

also

bee

n in

stru

men

tal i

n pu

mp

prim

ing

bus

serv

ices

for w

ork

jour

neys

; som

ebi

g em

ploy

ers

prov

ide

dedi

cate

d bu

s se

rvic

es o

f the

ir ow

n.

Car S

hari

ng

We

laun

ched

a jo

int

Gre

ater

Bris

tol c

ar s

harin

g sc

hem

e in

200

5 w

ith

easy

acc

ess

for p

oten

tial

mem

bers

thro

ugh

ww

w2c

arsh

are.

com

and

oth

er m

edia

. The

sch

eme

has

over

4,0

00m

embe

rsan

d 60

%of

use

rs fi

nd a

car

sha

re m

atch

. 2+

par

king

sig

nage

sup

plie

d to

man

y co

mpa

nies

incl

udin

g Ro

lls R

oyce

, WS

Atki

ns a

nd T

elew

est.

Sout

h G

louc

este

rshi

re C

ounc

il re

ceiv

ed a

Mar

keti

ng C

omm

enda

tion

Aw

ard

from

the

Asso

ciat

ion

for C

omm

uter

Tra

nspo

rtin

200

3. I

nter

net

site

reco

gnis

ed a

s “a

pat

tern

for o

ther

s to

follo

w…

offe

rs q

uick

, eas

y ac

cess

to e

ssen

tial

trav

el in

form

atio

n.”

Tabl

e 5.

5 –

Impl

emen

tati

on o

f Tra

vel P

lans

(Pro

form

a B)

89

6. Conclusion6.1 In our first LTP the Department for

Transport set us a series of challenges andtargets. Challenges to deal with local,regional and national transport issues,challenges to tackle wider policyobjectives such as economic vitality andsocial inclusion and targets to reduceaccidents, improve highway maintenanceand encourage cycling and bus use. All ofthis we believe we have achieved andmore.

6.2 62% of our LTP Core Targets on track.There are now 1.2 million extra peopletravelling by bus, 26% more peoplecycling, the lowest ever number ofchildren killed or seriously injured inaccidents and our highway network in thebest state it has been in. Table 6.1 isadded proof to our achievements.


Table 6.1: Our Achievements

Delivery Report LTP * Reference in AssessmentRating delivery report

Overall Impact of LTP

What difference has the ☺☺☺ Chapter 2 Our area is a safer and easier place to LTP made? Paras 2.2 to 2.11 get around as a result of the first LTP.

What are the key ☺☺☺ Chapter 2 We have been innovative and integrated,achievements of the Paras 2.12 to 2.25 attracted investment, delivered schemesfirst LTP? and met our targets.

Have the key aims and ☺☺☺ Chapter 2 Achieved our aims for air quality, road objectives of the LTP Table 2.2 safety, reducing traffic, providing quality been achieved? Figure 2.3 alternatives, accessibility and economic

vitality.

Changes to key aims and ☺☺ Chapter 2 Overall objectives unchanged. Light Rapid objectives since the Paras 2.27 to 2.36 Transit proposals adjusted following DfTfirst LTP. decision.

What has worked well ☺☺ Chapter 2 Promoting alternatives to the car, attractingand what can be Paras 2.37 to 2.57 funding and resources have all worked well.improved. Home Zones success exceeded our ability to

meet aspirations.

What foundations for the ☺☺ Chapter 2 Laid the basis for the Joint Local Transportlonger term have been Paras 2.58 to 2.67 Plan. New structures flexible at adapting to

put in place. changing priorities and meeting targets.

Contribution to Wider Objectives

City and Town Centre ☺☺ Chapter 3 Major improvements across the area from vitality and viability. Paras 3.7 to 3.36 large scale redevelopment and

enhancements in Bristol and Weston-super-Mare to the historic streets of Bath to localshopping centres in Kingswood, Clevedon, Nailsea, Downend and Midsomer Norton.

Social Inclusion. ☺☺ Chapter 3 New schemes and opportunities for travel Paras 3.37 to 3.60 particularly for rural and deprived areas.

Progress on Core Indicators

Highway Maintenance ☺☺☺ Chapter 4 Targets met. Highway in best condition Figures 4.6, 4.7 since 2000/01.and 4.8

90

Delivery Report LTP * Reference in AssessmentRating delivery report

Killed and Seriously Injured ☺ Chapter 4 Child KSI on track and lowest ever figures.Figures 4.3 All KSI not on track although trend is and 4.4 downwards.

Bus passengers ☺☺ Chapter 4 Bus patronage steady growth againstFigures 4.2 national decline outside London. 40% rise and 4.2a in fares has hit bus patronage in Bristol.

Rural Accessibility ☺☺ Chapter 4 New services raised accessibility levels.

Cycling ☺☺ Chapter 4 Impressive growth in cycling against a Figure 4.5 backdrop of massive development and

rising traffic levels.

Delivery of Plan Strategy

Public Transport ☺☺ Table 5.1 Implemented a wide range of schemes and met targets for increasing bus use broadly as planned.

Road Safety ☺ Table 5.2 Successful implementation of schemes bringing down accident levels broadly as planned.

Sustainable Transport ☺☺☺ Table 5.3 Innovative schemes helping to exceed expectations.

Cycling ☺☺☺ Table 5.4 New routes, networks and facilities leading to strategy exceeding expectations.

Travel Plans ☺☺☺ Table 5.5 Green Commuter clubs, car sharing and other initiatives assisted travel plans to exceed expectations.

*Maximum of three faces for each part of the Report. Greater the number of faces, better the performance.

☺☺☺ = exceptional performance (targets met/schemes delivered). ☺☺ = good performance (nearly all targets met/schemes delivered).☺ = reasonable performance (most targets met/schemes delivered).

91

6.3 Nonetheless there is no room forcomplacency. Work on the SharedPriorities Development Plan with the DfTin 2004 showed that more than £300m isrequired to address the under investmentin transport that has occurred over thelast 20 years and lay the foundation forfuture growth.

6.4 Our area too is the powerhouse for theSouth West’s economy. With over 1million residents we are the main focusfor employment, shopping, culturalactivities and education. For the futurewe have £3 billion worth of potentialdevelopment sites. Growth over the last20 years together with our role as theroad, rail and air gateway to the SouthWest is generating huge pressures. Ourtransport infrastructure is being pushedto the limit. Congestion even with all ourLTP successes is still the worst outsideLondon. New infrastructure is vital forregeneration and our continued economicand social success. This is our challengefor the JLTP.

6.5 The JLTP sets out our vision for the next20 to 30 years. During this period theRegional Spatial Strategy is suggesting ahundred thousand new homes, and asmany jobs, may need to be provided toachieve sustainable economic growth.Transport is vital for our area’s continuedeconomic and social success.

6.6 If we secure the funding we could start tomake the large-scale infrastructureimprovements for public transport androads that the area desperately needs. Atthe same time we could target additionalresources at measures to reducedependence on the car for short journeyssuch as more and safer walking andcycling routes and school and workplacetravel plans.

6.7 Working together we can achieve this.Working together we have alreadydelivered and met targets. Without it wewould not have had either a Provisional orFinal Joint Local Transport Plan pushingforward our ideas to 2011 and beyond.Neither would we have submitted the£68m Greater Bristol Bus Network majorscheme bid or indeed received the £1.5mof Transport Innovation Fund pumppriming.

6.8 It is in the spirit of this joint working thatwe look forward to removing cross-boundary barriers to movement,continuing to challenge ourselves withambitious targets, and delivering areliable, safe and efficient transportnetwork for the years to come.


City Centre congestion

93


Proforma A TablesProgress Against LTP 1 Core Indicators

95

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5

No

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lica

ble

Fig

ure

s b

ase

d o

n C

oa

rse

Vis

ua

l

Insp

ectio

n (

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I )

da

ta,

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of

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nd

C r

oa

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ata

no

w e

xp

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d a

s

actu

al n

um

be

rs t

o f

acili

tate

co

mp

ariso

n

with

actu

al p

rog

ress.

Pa

tro

na

ge

da

ta p

rovid

ed

to

th

e C

ou

ncil

by b

us o

pe

rato

rs.

A n

ew

targ

et tr

aje

cto

ry h

as b

een

develo

ped, (n

o o

vera

ll dete

riora

tion b

y

2005/0

6),

follo

win

g the tra

nsitio

n to

SC

AN

NE

R s

urv

eys, (S

urf

ace C

onditio

n

Assessm

ent of th

e N

ational N

etw

ork

of

Roads),

in 2

004/0

5. F

igure

s p

rior

to

2004/0

5 w

ere

based o

n d

eflecto

gra

ph

surv

eys a

nd a

re n

ot com

para

ble

with the

late

st figure

s.

2004/0

5 fig

ure

based o

n d

ata

fro

m

SC

AN

NE

R s

urv

eys (

100%

of A

roads

surv

eyed in b

oth

directions).

T

he 1

0%

figure

is c

onsid

ere

d r

epre

senta

tive o

f th

e

netw

ork

conditio

n d

erived fro

m h

alf o

f th

e

netw

ork

surv

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4 a

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princip

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ther

half o

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ork

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5.

No

t a

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lica

ble

Fig

ure

s b

ase

d o

n C

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rse

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l

Insp

ectio

n (

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I )

da

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(10

0%

of

B a

nd

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oa

ds s

urv

eye

d).

Prof

orm

a A

- Ba

th a

nd N

orth

Eas

tSom

erse

t

96

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t

for

this

co

re

ind

ica

tor?

Ple

as

e i

nd

ica

te i

f y

ou

r re

po

rte

d o

r

targ

et

fig

ure

s h

av

e c

ha

ng

ed

sin

ce

yo

u p

rev

iou

sly

re

po

rte

d.

Ple

as

e o

utl

ine

th

e m

eth

od

olo

gy

an

d

so

urc

e o

f d

ata

us

ed

to

ca

lcu

late

yo

ur

fig

ure

s.

Als

o i

nc

lud

e a

ny

oth

er

rele

va

nt

info

rma

tio

n.

Ac

tua

l a

nd

Tra

jec

tory

Da

ta2

Ro

ad

Co

nd

itio

n

(% w

he

re

str

uctu

ral

ma

inte

na

nce

sh

ou

ld b

e

4

(1)

prin

cip

al ro

ad

s -

BV

22

3

A n

ew

targ

et tr

aje

cto

ry h

as b

een

develo

ped, (n

o o

vera

ll dete

riora

tion b

y

2005/0

6),

follo

win

g the tra

nsitio

n to

SC

AN

NE

R s

urv

eys, (S

urf

ace C

onditio

n

Assessm

ent of th

e N

ational N

etw

ork

of

Roads),

in 2

004/0

5. F

igure

s p

rior

to

surv

eyed in b

oth

directions).

T

he 1

0%

B

as

e

Da

ta1

20

03

2,2

05

CY

ea

r2

00

02

00

12

00

22

00

32

00

42

00

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ot

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hie

ve

d

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rge

t

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05

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tua

l F

igu

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1,9

43

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2,2

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its

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mb

er

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jec

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37

Ba

se

Da

ta1

19

94

-19

98

A

ve

rag

e7

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Ye

ar

20

00

20

01

20

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20

03

20

04

20

05

No

t o

n T

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k

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rge

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10

43

Ac

tua

l F

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79

71

71

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its

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mb

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jec

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71

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65

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60

57

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se

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ta1

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rag

e9

CY

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00

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00

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00

42

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5O

n T

rac

k

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rge

t

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ta2

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10

5A

ctu

al

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ure

s9

78

10

84

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its

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mb

er

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jec

tori

es

99

88

77

Ba

se

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ta1

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ar

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rge

t

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ta2

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tua

l F

igu

res

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its

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jec

tori

es

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se

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ta1

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01

49

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%C

Ye

ar

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00

20

01

20

02

20

03

20

04

20

05

No

t o

n T

rac

k

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rge

t

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ta2

20

10

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%A

ctu

al

Fig

ure

s4

9.1

0%

52

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%5

2.3

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52

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%5

2.3

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Un

its

Pe

rce

nta

ge

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jec

tori

es

53

.90

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5.9

0%

Nu

mb

er

of

ch

ildre

n k

ille

d

an

d s

erio

usly

inju

red

6

Lig

ht

rail

pa

sse

ng

er

jou

rne

ys

7

% o

f ru

ral

ho

use

ho

lds

with

in 1

3

min

ute

s w

alk

of

an

ho

urly o

r

be

tte

r b

us

se

rvic

e7

Nu

mb

er

of

ch

ildre

n

(ag

ed

le

ss t

ha

n 1

6)

kill

ed

or

se

rio

usly

in

jure

d

in t

he

au

tho

rity

Th

ou

sa

nd

s o

f lig

ht

rail

pa

sse

ng

ers

pe

r ye

ar

% o

f ru

ral8 h

ou

se

ho

lds

with

in 1

3 m

inu

tes w

alk

of

an

ho

urly o

r b

ett

er

bu

s s

erv

ice

or

% o

f

rura

l8 h

ou

se

ho

lds w

ith

in

80

0 m

etr

es o

f a

n h

ou

rly

or

be

tte

r b

us s

erv

ice

(ple

ase

sta

te w

hic

h)

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mb

er

of

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g t

rip

s

acro

ss t

he

au

tho

rity

or

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mb

er

of

cyclin

g t

rip

s

at

a r

ep

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tive

nu

mb

er

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co

un

tin

g

po

ints

(p

lea

se

sta

te

wh

ich

)

Nu

mb

er

of

pe

op

le k

ille

d

or

se

rio

usly

in

jure

d o

n

roa

ds in

th

e a

uth

ority

Nu

mb

er

of

de

ath

s a

nd

se

rio

us in

jurie

s

(all

ag

es)6

Nu

mb

er

of

cyclin

g t

rip

s

Fu

rth

er

to t

he

im

ple

me

nta

tio

n o

f n

ew

accid

en

t d

ata

ba

se

so

ftw

are

, a

ctu

al

fig

ure

s p

revio

usly

re

po

rte

d h

ave

be

en

ch

ecke

d f

or

accu

racy a

nd

co

rre

cte

d

wh

ere

ap

pro

pria

te.

Th

e t

arg

et

tra

jecto

ry

ha

s a

lso

be

en

co

rre

cte

d t

o s

ho

w a

line

ar

40

% d

ecre

ase

in

KS

I b

etw

ee

n

20

00

an

d 2

01

0.

Actu

al ra

w c

asu

alty f

igu

res r

ela

te t

o a

ll

roa

ds in

th

e a

uth

ority

are

a (

inclu

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g

Tru

nk R

oa

ds)

an

d a

re p

rovid

ed

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vo

n

an

d S

om

ers

et

Co

nsta

bu

lary

('S

TA

TS

19

' da

ta).

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t a

pp

lica

ble

.T

he

co

llatio

n o

f th

is d

ata

is u

nd

ert

ake

n

by t

he

Jo

int

Str

ate

gic

Pla

nn

ing

an

d

Tra

nsp

ort

atio

n U

nit.

Da

ta r

ela

tes t

o t

he

% o

f ru

ral h

ou

se

ho

lds w

ith

in 1

3 m

inu

tes

wa

lk o

f a

n h

ou

rly o

r b

ett

er

bu

s s

erv

ice

.

Fu

rth

er

to t

he

im

ple

me

nta

tio

n o

f n

ew

accid

en

t d

ata

ba

se

so

ftw

are

, a

ctu

al

fig

ure

s p

revio

usly

re

po

rte

d h

ave

be

en

ch

ecke

d f

or

accu

racy a

nd

co

rre

cte

d

wh

ere

ap

pro

pria

te.

Th

e t

arg

et

tra

jecto

ry

ha

s a

lso

be

en

co

rre

cte

d t

o s

ho

w a

line

ar

50

% d

ecre

ase

in

KS

I b

etw

ee

n

20

00

an

d 2

01

0.

Actu

al ra

w c

asu

alty f

igu

res r

ela

te t

o a

ll

roa

ds in

th

e a

uth

ority

are

a (

inclu

din

g

Tru

nk R

oa

ds)

an

d a

re p

rovid

ed

by A

vo

n

an

d S

om

ers

et

Co

nsta

bu

lary

('S

TA

TS

19

' da

ta).

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t a

pp

lica

ble

to

th

is a

uth

ority

.

Targ

et re

-based a

nd r

evis

ed to 3

%

incre

ase p

er

annum

on 2

003 b

ase u

ntil th

e

end o

f th

e first Local T

ransport

Pla

n p

eriod,

follo

win

g a

susta

ined incre

ase in c

yclin

g,

(31%

sin

ce 2

000).

This

repla

ces the

pre

vio

us targ

et w

hic

h w

as b

ased o

n the

national cycle

targ

et, (

by 2

010 to triple

the

num

ber

of cycle

trips o

n 2

000 b

ase).

G

overn

ment O

ffic

e for

the S

outh

West

(GO

SW

) support

ed the a

doption o

f th

e

revis

ed targ

et.

Da

ta s

ho

wn

are

an

nu

al a

ve

rag

e 1

2-

ho

ur

we

ekd

ay c

ycle

mo

ve

me

nts

at

25

on

an

d o

ff-r

oa

d c

ycle

mo

nito

rin

g s

ite

s

on

th

e B

ath

In

ne

r a

nd

Ou

ter

Co

rdo

ns,

an

d a

t S

altfo

rd a

nd

Ne

wb

rid

ge

on

th

e

Bristo

l to

Ba

th R

ailw

ay P

ath

.

Prof

orm

a A

- Ba

th a

nd N

orth

Eas

tSom

erse

t

97

Co

re I

nd

ica

tor

De

fin

itio

ns

Ye

ar

Va

lue

Ye

ar

Ty

pe

3

(En

ter

C f

or

Ca

len

da

r Y

ea

r

an

d F

fo

r

Fin

an

cia

l Y

ea

r)

Ha

s y

ou

r L

A

ac

hie

ve

d i

ts

LT

P1

ta

rge

t

for

this

co

re

ind

ica

tor?

Ple

as

e i

nd

ica

te i

f y

ou

r re

po

rte

d o

r

targ

et

fig

ure

s h

av

e c

ha

ng

ed

sin

ce

yo

u p

rev

iou

sly

re

po

rte

d.

Ple

as

e o

utl

ine

th

e m

eth

od

olo

gy

an

d

so

urc

e o

f d

ata

us

ed

to

ca

lcu

late

yo

ur

fig

ure

s.

Als

o i

nc

lud

e a

ny

oth

er

rele

va

nt

info

rma

tio

n.

Ba

se

Da

ta1

FY

ea

r2

00

0/0

12

00

1/0

22

00

2/0

32

00

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00

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52

00

5/0

6A

ch

iev

ed

Ta

rge

t

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ta2

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tua

l F

igu

res

0.3

71

4.7

14

.74

2.8

11

.1

Un

its

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rce

nt

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jec

tori

es

12

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se

Da

ta1

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r2

00

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00

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00

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00

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00

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00

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ch

iev

ed

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rge

t

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ta2

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tua

l F

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0.7

5.3

26

.82

6.8

2.1

89

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its

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rce

nt

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jec

tori

es

12

Ba

se

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ta1

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r2

00

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12

00

1/0

22

00

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00

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42

00

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52

00

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ot

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hie

ve

d

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t

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ta2

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tua

l F

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15

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51

8.3

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its

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rce

nt

Tra

jec

tori

es

12

Ba

se

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ta1

20

00

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33

70

0F

Ye

ar

20

00

/01

20

01

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20

02

/03

20

03

/04

20

04

/05

20

05

/06

No

t o

n T

rac

k

Ta

rge

t

Da

ta2

20

10

/11

37

75

0A

ctu

al

Fig

ure

s3

37

00

32

05

03

20

60

33

32

03

21

50

31

15

7

Un

its

Th

ou

sa

nd

sT

raje

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rie

s3

37

00

33

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03

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34

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34

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se

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20

00

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16

18

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Ye

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20

00

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20

01

/02

20

02

/03

20

03

/04

20

04

/05

20

05

/06

No

t o

n T

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k

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rge

t

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ta2

20

10

/11

48

54

9A

ctu

al

Fig

ure

s1

61

83

18

09

01

72

35

20

60

82

22

69

23

50

0

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its

Ab

so

lute

nu

mb

ers

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jec

tori

es

16

18

31

65

00

17

50

01

91

00

21

40

02

43

00

Th

e m

eth

od

olo

gy u

se

d a

s p

rescrib

ed

for

Be

st

Va

lue

pu

rpo

se

s h

as b

ee

n

co

nsta

ntly e

vo

lvin

g,

the

refo

re n

o t

ren

ds

ca

n r

ea

so

na

bly

be

asse

sse

d o

n t

he

ne

w in

dic

ato

r d

ata

, a

nd

ne

w t

arg

et

tra

jecto

rie

s a

re y

et

to b

e d

ete

rmin

ed

Th

e m

eth

od

olo

gy u

se

d a

s p

rescrib

ed

for

Be

st

Va

lue

pu

rpo

se

s h

as b

ee

n

co

nsta

ntly e

vo

lvin

g,

the

refo

re n

o t

ren

ds

ca

n r

ea

so

na

bly

be

asse

sse

d o

n t

he

ne

w in

dic

ato

r d

ata

, a

nd

ne

w t

arg

et

tra

jecto

rie

s a

re y

et

to b

e d

ete

rmin

ed

Ma

nu

al a

nd

au

tom

atic c

ycle

su

rve

ys a

t

rep

rese

nta

tive

sa

mp

le o

f site

s a

nd

scre

en

line

s a

cro

ss t

he

city.

Th

e m

eth

od

olo

gy u

se

d a

s p

rescrib

ed

for

Be

st

Va

lue

pu

rpo

se

s h

as b

ee

n

co

nsta

ntly e

vo

lvin

g,

the

refo

re n

o t

ren

ds

ca

n r

ea

so

na

bly

be

asse

sse

d o

n t

he

ne

w in

dic

ato

r d

ata

, a

nd

ne

w t

arg

et

tra

jecto

rie

s a

re y

et

to b

e d

ete

rmin

ed

Da

ta c

olle

cte

d f

rom

op

era

tors

fo

r w

ho

le

of

loca

l a

uth

ority

are

a a

s p

er

req

uire

me

nts

Ac

tua

l a

nd

Tra

jec

tory

Da

ta2

Ro

ad

Co

nd

itio

n (

%

wh

ere

str

uctu

ral

ma

inte

na

nce

sh

ou

ld b

e

co

nsid

ere

d)4

Nu

mb

er

of

cyclin

g t

rip

s

(1)

prin

cip

al ro

ad

s -

BV

22

3

(2)

no

n-p

rin

cip

al ro

ad

s -

BV

22

4a

(3)

un

cla

ssifie

d r

oa

ds -

BV

22

4b

(B

V9

7b

)

Nu

mb

er

of

bu

s

pa

sse

ng

er

jou

rne

ys5

Bri

sto

l C

ity

Th

ou

sa

nd

s o

f b

us

pa

sse

ng

er

jou

rne

ys (

i.e

.

bo

ard

ing

s)

pe

r ye

ar

in

the

au

tho

rity

- B

V1

02

Nu

mb

er

of

cyclin

g t

rip

s

at

a r

ep

rese

nta

tive

nu

mb

er

of

co

un

tin

g

po

ints

Se

lec

t y

ou

r L

A f

rom

th

e d

rop

do

wn

lis

t (C

lic

k i

n y

ell

ow

bo

x a

nd

us

e t

he

dro

p d

ow

n a

rro

w).

Prof

orm

a A

- Br

isto

l

98

Co

re I

nd

ica

tor

De

fin

itio

ns

Ye

ar

Va

lue

Ye

ar

Ty

pe

3

(En

ter

C f

or

Ca

len

da

r Y

ea

r

an

d F

fo

r

Fin

an

cia

l Y

ea

r)

Ha

s y

ou

r L

A

ac

hie

ve

d i

ts

LT

P1

ta

rge

t

for

this

co

re

ind

ica

tor?

Ple

as

e i

nd

ica

te i

f y

ou

r re

po

rte

d o

r

targ

et

fig

ure

s h

av

e c

ha

ng

ed

sin

ce

yo

u p

rev

iou

sly

re

po

rte

d.

Ple

as

e o

utl

ine

th

e m

eth

od

olo

gy

an

d

so

urc

e o

f d

ata

us

ed

to

ca

lcu

late

yo

ur

fig

ure

s.

Als

o i

nc

lud

e a

ny

oth

er

rele

va

nt

info

rma

tio

n.

Th

e m

eth

od

olo

gy u

se

d a

s p

rescrib

ed

for

Be

st

Va

lue

pu

rpo

se

s h

as b

ee

n

co

nsta

ntly e

vo

lvin

g,

the

refo

re n

o t

ren

ds

ne

w in

dic

ato

r d

ata

, a

nd

ne

w t

arg

et

tra

jecto

rie

s a

re y

et

to b

e d

ete

rmin

ed

Ac

tua

l a

nd

Tra

jec

tory

Da

ta2

Ro

ad

Co

nd

itio

n (

%

4

(1)

prin

cip

al ro

ad

s -

BV

22

3B

as

e

Da

ta1

Se

e R

igh

t1

77

CY

ea

r2

00

02

00

12

00

22

00

32

00

42

00

5N

ot

on

Tra

ck

Ta

rge

t

Da

ta2

20

10

10

6A

ctu

al

Fig

ure

s1

75

18

02

43

19

72

28

17

8

Un

its

Ab

so

lute

nu

mb

ers

Tra

jec

tori

es

17

11

64

15

81

42

13

41

26

Ba

se

Da

ta1

Se

e R

igh

t2

9.6

CY

ea

r2

00

02

00

12

00

22

00

32

00

42

00

5N

ot

on

Tra

ck

Ta

rge

t

Da

ta2

20

10

15

Ac

tua

l F

igu

res

30

27

34

23

24

25

Un

its

Ab

so

lute

nu

mb

ers

Tra

jec

tori

es

28

27

26

24

23

22

Ba

se

Da

ta1

Ye

ar

Ta

rge

t

Da

ta2

Ac

tua

l F

igu

res

Un

its

Tra

jec

tori

es

Ba

se

Da

ta1

Ye

ar

Ta

rge

t

Da

ta2

Ac

tua

l F

igu

res

Un

its

Tra

jec

tori

es

Da

ta f

rom

po

lice

an

d lo

ca

l a

uth

ority

accid

en

t sta

tistics.

Ba

se

Ye

ar

= 1

99

4-1

99

8 A

ve

rag

e

Fig

ure

s in

clu

de

mo

torw

ay a

nd

tru

nk

roa

d n

etw

ork

IND

ICA

TO

R N

OT

AP

PL

ICA

BL

E

Da

ta f

rom

po

lice

an

d lo

ca

l a

uth

ority

accid

en

t sta

tistics.

Ba

se

Ye

ar

= 1

99

4-1

99

8 A

ve

rag

e

Fig

ure

s in

clu

de

mo

torw

ay a

nd

tru

nk

roa

d n

etw

ork

IND

ICA

TO

R N

OT

AP

PL

ICA

BL

E

Nu

mb

er

of

pe

op

le k

ille

d

or

se

rio

usly

in

jure

d o

n

roa

ds in

th

e a

uth

ority

Nu

mb

er

of

de

ath

s a

nd

se

rio

us in

jurie

s

(all

ag

es)6

Nu

mb

er

of

ch

ildre

n k

ille

d

an

d s

erio

usly

inju

red

6

Lig

ht

rail

pa

sse

ng

er

jou

rne

ys7

% o

f ru

ral

ho

use

ho

lds

with

in 1

3

min

ute

s w

alk

of

an

ho

urly o

r

be

tte

r b

us

se

rvic

e7

Nu

mb

er

of

ch

ildre

n

(ag

ed

le

ss t

ha

n 1

6)

kill

ed

or

se

rio

usly

inju

red

in

th

e a

uth

ority

Th

ou

sa

nd

s o

f lig

ht

rail

pa

sse

ng

ers

pe

r ye

ar

% o

f ru

ral8 h

ou

se

ho

lds

with

in 1

3 m

inu

tes w

alk

of

an

ho

urly o

r b

ett

er

bu

s s

erv

ice

Prof

orm

a A

- Br

isto

l

99

Co

re In

dic

ato

rD

efi

nit

ion

sY

ear

Valu

e

Year

Typ

e3

(Ente

r C

for

Cale

ndar

Year

and F

for

Fin

ancia

l Y

ear)

Has y

ou

r L

A

ach

ieved

its

LT

P1 t

arg

et

for

this

co

re

ind

icato

r?

Ple

ase in

dic

ate

if

yo

ur

rep

ort

ed

or

targ

et

fig

ure

s h

ave c

han

ged

sin

ce

yo

u p

revio

usly

rep

ort

ed

.

Ple

ase o

utl

ine t

he m

eth

od

olo

gy a

nd

so

urc

e o

f d

ata

used

to

calc

ula

te y

ou

r

fig

ure

s. A

lso

in

clu

de a

ny o

ther

rele

van

t in

form

ati

on

.

Base

Data

11998/9

913.0

6%

FY

ear

2000/0

12001/0

22002/0

32003/0

42004/0

52005/0

6A

ch

ieved

Targ

et

Data

22005/0

66.0

0%

Actu

al F

igu

res

10.6

0%

15.4

9%

10.8

0%

9.3

0%

5.9

4%

5.1

8%

Un

its

Perc

enta

ge

Tra

jecto

ries

10.6

0%

15.4

9%

10.8

0%

9.3

0%

7.5

0%

6.0

0%

Base

Data

12002/0

340.4

0%

FY

ear

2000/0

12001/0

22002/0

32003/0

42004/0

52005/0

6A

ch

ieved

Targ

et

Data

22005/0

634.0

0%

Actu

al F

igu

res

40.4

0%

25.5

6%

12.9

8%

12.0

0%

Un

its

Perc

enta

ge

Tra

jecto

ries

40.4

0%

38.0

0%

36.0

0%

34.0

0%

Base

Data

12002/0

325.1

0%

FY

ear

2000/0

12001/0

22002/0

32003/0

42004/0

52005/0

6A

ch

ieved

Targ

et

Data

22005/0

617.6

0%

Actu

al F

igu

res

25.1

0%

13.8

1%

8.6

4%

8.6

4%

Un

its

Perc

enta

ge

Tra

jecto

ries

25.1

0%

25.1

0%

22.0

0%

17.6

0%

Base

Data

12001/0

24167

FY

ear

2000/0

12001/0

22002/0

32003/0

42004/0

52005/0

6N

ot

on

Tra

ck

Targ

et

Data

22010/1

14583

Actu

al F

igu

res

4167

4187

4457

4424

4242

Un

its

Thousands

Tra

jecto

ries

4167

4193

4219

4253

4289

Deflecto

gra

ph fig

ure

s a

re u

sed a

s the

traje

cto

ries w

ere

based o

n this

meth

odolo

gy. U

nder

the S

CA

NN

ER

meth

od the r

esult is 7

.00%

Data

fro

m o

pera

tors

- s

ee a

dja

cent

note

.

This

tota

l in

clu

des a

n e

stim

ate

of

patr

onage w

ith r

egard

s to o

ne o

pera

tor

whic

h is b

ased o

n o

ur

bus s

urv

eys for

the s

urv

ice, as the a

uth

ority

has n

o

confidence in the o

pera

tor's fig

ure

s.

(Although it should

be n

ote

d that th

e

estim

ate

d fig

ure

only

makes u

p

appro

xim

ate

ly 0

.19%

of th

e tota

l

patr

onage r

eport

ed.

Actu

al an

d T

raje

cto

ry D

ata

2

Road C

onditio

n

(% w

here

str

uctu

ral

main

tenance

should

be

consid

ere

d)4

(1)

princip

al ro

ads -

BV

223

(2)

non-p

rincip

al ro

ads -

BV

224a

(3)

uncla

ssifie

d r

oads -

BV

224b (

BV

97b)

Num

ber

of bus

passenger

journ

eys

5

No

rth

So

mers

et

Thousands o

f bus

passenger

journ

eys (

i.e.

board

ings)

per

year

in

the a

uth

ority

- B

V102

Sele

ct

yo

ur

LA

fro

m t

he d

rop

do

wn

list

(Click in

yello

w b

ox a

nd

use t

he

dro

p d

ow

n a

rro

w).

Prof

orm

a A

- N

orth

Som

erse

t

100

Co

re In

dic

ato

rD

efi

nit

ion

sY

ear

Valu

e

Year

Typ

e3

(Ente

r C

for

Cale

ndar

Year

and F

for

Fin

ancia

l Y

ear)

Has y

ou

r L

A

ach

ieved

its

LT

P1 t

arg

et

for

this

co

re

ind

icato

r?

Ple

ase in

dic

ate

if

yo

ur

rep

ort

ed

or

targ

et

fig

ure

s h

ave c

han

ged

sin

ce

yo

u p

revio

usly

rep

ort

ed

.

Ple

ase o

utl

ine t

he m

eth

od

olo

gy a

nd

so

urc

e o

f d

ata

used

to

calc

ula

te y

ou

r

fig

ure

s. A

lso

in

clu

de a

ny o

ther

rele

van

t in

form

ati

on

.

Deflecto

gra

ph fig

ure

s a

re u

sed a

s the

traje

cto

ries w

ere

based o

n this

meth

odolo

gy. U

nder

the S

CA

NN

ER

meth

od the r

esult is 7

.00%

Actu

al an

d T

raje

cto

ry D

ata

2

4

(1)

princip

al ro

ads -

BV

223

Base

Data

11999/0

04919

FY

ear

2000/0

12001/0

22002/0

32003/0

42004/0

52005/0

6N

ot

on

Tra

ck

Targ

et

Data

22010/1

19838

Actu

al F

igu

res

5302

4303

4388

5179

5355

5230

Un

its

Actu

al

Tra

jecto

ries

4968

5087

5260

5492

5788

6159

Base

Data

11994-9

898

CY

ear

2000

2001

2002

2003

2004

2005

On

Tra

ck

Targ

et

Data

22010/1

159

Actu

al F

igu

res

85

85

118

111

111

80

Un

its

Actu

al

Tra

jecto

ries

92

89

86

83

81

78

Base

Data

11994-9

810

CY

ear

2000

2001

2002

2003

2004

2005

On

Tra

ck

Targ

et

Data

22010/1

15

Actu

al F

igu

res

611

10

99

8

Un

its

Actu

al

Tra

jecto

ries

99

88

88

Base

Data

1Y

ear

Targ

et

Data

2A

ctu

al F

igu

res

Un

its

Tra

jecto

ries

Base

Data

12001/0

224.5

0%

FY

ear

2000/0

12001/0

22002/0

32003/0

42004/0

52005/0

6O

n T

rack

Targ

et

Data

22010/1

133.9

0%

Actu

al F

igu

res

24.5

0%

24.5

0%

24.5

0%

24.5

0%

24.5

0%

24.5

0%

Un

its

Perc

enta

ge

Tra

jecto

ries

24.5

0%

24.5

0%

24.5

0%

24.5

0%

24.5

0%

24.5

0%

As the n

um

ber

of accid

ents

reduces

year

on y

ear

the m

ore

vuln

era

ble

the

targ

et is

to m

inor

fluctu

ations. W

e h

ave

consid

ere

d b

est pra

ctice in this

fie

ld a

nd

consid

er

the H

ighw

ays A

gency's

(Busin

ess P

lan 2

006/0

7)

appro

ach o

f

accura

cy w

ithin

a +

/- 5

% m

arg

in to b

e

sensis

ble

. O

n this

basis

the targ

et is

on

track.

Accid

ent data

fro

m A

von &

Som

ers

et

Consta

bula

ry.

Targ

ets

rem

ain

the s

am

e, but data

has

been c

hanged to 3

-year

rolli

ng

avera

ges to o

verc

om

e the larg

e

perc

enta

ge v

ariations y

ear-

on-y

ear,

whic

h a

llow

s a

tre

nd to b

e identified.

Accid

ent data

fro

m A

von &

Som

ers

et

Consta

bula

ry. F

rom

2002 o

nw

ard

s the

figure

s a

re s

how

n a

s thre

e-y

ear

rolli

ng

avera

ges, as d

iscussed w

ith G

OS

W.

Not applic

able

in N

ort

h S

om

ers

et.

Num

ber

of people

kill

ed

or

seriously

inju

red o

n

roads in the a

uth

ority

Num

ber

of

death

s a

nd

serious inju

ries

(all

ages)6

Num

ber

of

cyclin

g trips

Num

ber

of cyclin

g trips

acro

ss the a

uth

ority

or

num

ber

of cyclin

g trips

at a r

epre

senta

tive

num

ber

of counting

poin

ts (

ple

ase s

tate

whic

h)

Num

ber

of

child

ren k

illed

and s

eriously

inju

red

6

Lig

ht ra

il

passenger

journ

eys

7

% o

f ru

ral

household

s

within

13

min

ute

s w

alk

of

an h

ourly o

r

better

bus

serv

ice

7

Num

ber

of child

ren

(aged less than 1

6)

kill

ed o

r seriously

inju

red

in the a

uth

ority

Thousands o

f lig

ht ra

il

passengers

per

year

% o

f ru

ral8 h

ousehold

s

within

13 m

inute

s w

alk

of an h

ourly o

r better

bus s

erv

ice o

r %

of

rura

l8 h

ousehold

s w

ithin

800 m

etr

es o

f an h

ourly

or

better

bus s

erv

ice

(ple

ase s

tate

whic

h)

Prof

orm

a A

- N

orth

Som

erse

t

101

Co

re I

nd

ica

tor

De

fin

itio

ns

Ye

ar

Va

lue

Ye

ar

Ty

pe

3

(En

ter

C f

or

Ca

len

da

r Y

ea

r

an

d F

fo

r

Fin

an

cia

l Y

ea

r)

Ha

s y

ou

r L

A

ac

hie

ve

d i

ts

LT

P1

ta

rge

t

for

this

co

re

ind

ica

tor?

Ple

as

e i

nd

ica

te i

f y

ou

r re

po

rte

d o

r

targ

et

fig

ure

s h

av

e c

ha

ng

ed

sin

ce

yo

u p

rev

iou

sly

re

po

rte

d.

Ple

as

e o

utl

ine

th

e m

eth

od

olo

gy

an

d

so

urc

e o

f d

ata

us

ed

to

ca

lcu

late

yo

ur

fig

ure

s.

Als

o i

nc

lud

e a

ny

oth

er

rele

va

nt

info

rma

tio

n.

Ba

se

Da

ta1

20

00

/01

21

.20

%F

Ye

ar

20

00

/01

20

01

/02

20

02

/03

20

03

/04

20

04

/05

20

05

/06

Ac

hie

ve

d

Ta

rge

t

Da

ta2

20

05

/06

17

.00

%A

ctu

al

Fig

ure

s2

1.2

0%

19

.41

%1

9.9

5%

19

.08

%3

3.1

1%

4.6

9%

Un

its

Ab

so

lute

Pe

rce

nta

ge

Tra

jec

tori

es

27

.00

%2

4.0

0%

20

.00

%1

8.0

0%

17

.00

%

Ba

se

Da

ta1

20

00

/01

28

.39

%F

Ye

ar

20

00

/01

20

01

/02

20

02

/03

20

03

/04

20

04

/05

20

05

/06

Ac

hie

ve

d

Ta

rge

t

Da

ta2

20

05

/06

25

.00

%A

ctu

al

Fig

ure

s2

8.3

9%

30

.72

%2

2.2

9%

17

.18

%8

.43

%

Un

its

Ab

so

lute

Pe

rce

nta

ge

Tra

jec

tori

es

27

.00

%2

6.0

0%

25

.00

%

Ba

se

Da

ta1

20

02

/03

18

.13

%F

Ye

ar

20

00

/01

20

01

/02

20

02

/03

20

03

/04

20

04

/05

20

05

/06

Ac

hie

ve

d

Ta

rge

t

Da

ta2

20

05

/06

18

.00

%A

ctu

al

Fig

ure

s1

8.1

3%

17

.29

%1

7.2

2%

4.7

1%

Un

its

Ab

so

lute

Pe

rce

nta

ge

Tra

jec

tori

es

20

.00

%1

9.0

0%

18

.00

%

Ba

se

Da

ta1

20

03

/04

7,7

00

,00

0F

Ye

ar

20

00

/01

20

01

/02

20

02

/03

20

03

/04

20

04

/05

20

05

/06

Ac

hie

ve

d

Ta

rge

t

Da

ta2

20

05

/06

7,9

00

,00

0A

ctu

al

Fig

ure

s7

,70

0,0

00

7,8

00

,00

08

,23

9,0

00

Un

its

Ab

so

lute

Fig

ure

sT

raje

cto

rie

s7

,70

0,0

00

7,8

00

,00

07

,90

0,0

00

So

uth

Glo

uc

es

ters

hir

e

Th

ou

sa

nd

s o

f b

us

pa

sse

ng

er

jou

rne

ys (

i.e

.

bo

ard

ing

s)

pe

r ye

ar

in

the

au

tho

rity

- B

V1

02

Se

lec

t y

ou

r L

A f

rom

th

e d

rop

do

wn

lis

t (C

lic

k i

n y

ell

ow

bo

x a

nd

us

e t

he

dro

p d

ow

n a

rro

w).

Ac

tua

l a

nd

Tra

jec

tory

Da

ta2

Ro

ad

Co

nd

itio

n (

%

wh

ere

str

uctu

ral

ma

inte

na

nce

sh

ou

ld b

e

co

nsid

ere

d)4

(1)

prin

cip

al ro

ad

s -

BV

22

3

(2)

no

n-p

rin

cip

al ro

ad

s -

BV

22

4a

(3)

un

cla

ssifie

d r

oa

ds -

BV

22

4b

(B

V9

7b

)

Nu

mb

er

of

bu

s

pa

sse

ng

er

jou

rne

ys5

An

nu

al R

oa

d C

on

ditio

n s

urv

ey u

sin

g

Co

ars

e V

isu

al In

sp

ectio

n,

in

acco

rda

nce

with

na

tio

na

l sta

nd

ard

s.

Th

is a

uth

ority

will

we

lco

me

th

e

intr

od

uctio

n o

f T

TS

to

pro

vid

e r

ob

ust

da

ta o

n o

ur

pro

gre

ss in

de

live

rin

g t

his

targ

et.

T

he

me

tho

do

log

y h

as n

ot

ch

an

ge

d s

ince

be

co

min

g B

VP

I 2

24

b,

Fro

m 2

00

3/0

4 b

us p

asse

ng

ers

co

un

ted

as b

oa

rde

rs (

no

t jo

urn

eys)

in lin

e w

ith

Au

dit C

om

mis

sio

n r

eco

mm

en

da

tio

n.

Actu

al a

nd

tra

jecto

ry f

igu

res a

dju

ste

d

acco

rdin

gly

.

Bu

s p

atr

on

ag

e in

form

atio

n c

olle

cte

d in

acco

rda

nce

with

BV

10

2.

Da

ta h

as

be

en

su

pp

lied

by b

us o

pe

rato

rs.

In a

cco

rda

nce

with

BV

PI

gu

ida

nce

th

e

crite

ria

wa

s m

od

ifie

d in

20

04

/05

, a

nd

ag

ain

in

20

05

/06

wh

en

th

e P

I b

eca

me

BV

PI

22

3.

An

nu

al R

oa

d C

on

ditio

n s

urv

ey u

sin

g

"TR

AC

S T

yp

e S

urv

ey"

(TT

S)

in

20

04

/05

an

d "

SC

AN

NE

R"

in 2

00

5/0

6,

in a

cco

rda

nce

with

na

tio

na

l sta

nd

ard

s.

Re

su

lts a

re c

olle

cte

d a

nn

ua

lly f

or

50

%

of

the

ne

two

rk.

In a

cco

rda

nce

with

BV

PI

gu

ida

nce

th

e

crite

ria

wa

s m

od

ifie

d in

20

05

/06

wh

en

the

PI

be

ca

me

BV

PI

22

4a

.

An

nu

al R

oa

d C

on

ditio

n s

urv

ey u

sin

g

Co

ars

e V

isu

al In

sp

ectio

n,

in

acco

rda

nce

with

na

tio

na

l sta

nd

ard

s.

Th

is a

uth

ority

we

lco

me

s t

he

intr

od

uctio

n o

f "S

CA

NN

ER

" in

20

05

/06

,

to p

rovid

e r

ob

ust

da

ta o

n o

ur

pro

gre

ss

in d

eliv

erin

g t

his

ta

rge

t.

Prof

orm

a A

- So

uth

Glo

uces

ters

hire

102

Co

re I

nd

ica

tor

De

fin

itio

ns

Ye

ar

Va

lue

Ye

ar

Ty

pe

3

(En

ter

C f

or

Ca

len

da

r Y

ea

r

an

d F

fo

r

Fin

an

cia

l Y

ea

r)

Ha

s y

ou

r L

A

ac

hie

ve

d i

ts

LT

P1

ta

rge

t

for

this

co

re

ind

ica

tor?

Ple

as

e i

nd

ica

te i

f y

ou

r re

po

rte

d o

r

targ

et

fig

ure

s h

av

e c

ha

ng

ed

sin

ce

yo

u p

rev

iou

sly

re

po

rte

d.

Ple

as

e o

utl

ine

th

e m

eth

od

olo

gy

an

d

so

urc

e o

f d

ata

us

ed

to

ca

lcu

late

yo

ur

fig

ure

s.

Als

o i

nc

lud

e a

ny

oth

er

rele

va

nt

info

rma

tio

n.

Ac

tua

l a

nd

Tra

jec

tory

Da

ta2

Ro

ad

Co

nd

itio

n (

%

wh

ere

str

uctu

ral

ma

inte

na

nce

sh

ou

ld b

e

4

(1)

prin

cip

al ro

ad

s -

BV

22

3

In a

cco

rda

nce

with

BV

PI

gu

ida

nce

th

e

crite

ria

wa

s m

od

ifie

d in

20

04

/05

, a

nd

ag

ain

in

20

05

/06

wh

en

th

e P

I b

eca

me

BV

PI

22

3.

An

nu

al R

oa

d C

on

ditio

n s

urv

ey u

sin

g

"TR

AC

S T

yp

e S

urv

ey"

(TT

S)

in

20

04

/05

an

d "

SC

AN

NE

R"

in 2

00

5/0

6,

of

the

ne

two

rk.

Ba

se

Da

ta1

20

00

10

0C

Ye

ar

20

00

20

01

20

02

20

03

20

04

20

05

Ac

hie

ve

d

Ta

rge

t

Da

ta2

20

05

12

5A

ctu

al

Fig

ure

s1

00

10

41

14

.91

17

.31

20

.31

28

.2

Un

its

Ind

ex R

ela

tive

to B

ase

of

10

0T

raje

cto

rie

s1

05

11

01

15

12

01

25

Ba

se

Da

ta1

19

94

-19

98

(Ave

rag

e)

12

3.6

CY

ea

r2

00

02

00

12

00

22

00

32

00

42

00

5O

n T

rac

k

Ta

rge

t

Da

ta2

20

10

74

.2A

ctu

al

Fig

ure

s1

22

12

91

27

11

11

15

10

1

Un

its

Ab

so

lute

Fig

ure

sT

raje

cto

rie

s1

23

.61

18

.71

13

.71

08

.81

03

.89

8.9

Ba

se

Da

ta1

19

94

-19

98

(Ave

rag

e)

12

.4C

Ye

ar

20

00

20

01

20

02

20

03

20

04

20

05

On

Tra

ck

Ta

rge

t

Da

ta2

20

10

6.2

Ac

tua

l F

igu

res

91

91

31

17

6

Un

its

Ab

so

lute

Fig

ure

sT

raje

cto

rie

s1

2.4

11

.81

1.2

10

.59

.99

.3

Ba

se

Da

ta1

Ye

ar

Ta

rge

t

Da

ta2

Ac

tua

l F

igu

res

Un

its

Tra

jec

tori

es

Ba

se

Da

ta1

20

01

58

.50

%C

Ye

ar

20

00

20

01

20

02

20

03

20

04

20

05

On

Tra

ck

Ta

rge

t

Da

ta2

20

10

78

.00

%A

ctu

al

Fig

ure

s5

8.5

0%

58

.50

%7

0.1

4%

78

.00

%7

8.0

0%

Un

its

Ab

so

lute

Pe

rce

nta

ge

Tra

jec

tori

es

60

.00

%6

4.0

0%

66

.00

%6

8.0

0%

Nu

mb

er

of

ch

ildre

n k

ille

d

an

d s

erio

usly

inju

red

6

Lig

ht

rail

pa

sse

ng

er

jou

rne

ys7

% o

f ru

ral

ho

use

ho

lds

with

in 1

3

min

ute

s w

alk

of

an

ho

urly o

r

be

tte

r b

us

se

rvic

e7

Nu

mb

er

of

ch

ildre

n

(ag

ed

le

ss t

ha

n 1

6)

kill

ed

or

se

rio

usly

inju

red

in

th

e a

uth

ority

Th

ou

sa

nd

s o

f lig

ht

rail

pa

sse

ng

ers

pe

r ye

ar

% o

f ru

ral8 h

ou

se

ho

lds

with

in 1

3 m

inu

tes w

alk

of

an

ho

urly o

r b

ett

er

bu

s s

erv

ice

Nu

mb

er

of

cyclin

g t

rip

s

at

a r

ep

rese

nta

tive

nu

mb

er

of

co

un

tin

g

po

ints

Nu

mb

er

of

pe

op

le k

ille

d

or

se

rio

usly

in

jure

d o

n

roa

ds in

th

e a

uth

ority

Nu

mb

er

of

de

ath

s a

nd

se

rio

us in

jurie

s

(all

ag

es)6

Nu

mb

er

of

cyclin

g t

rip

s

As t

he

nu

mb

er

of

accid

en

ts r

ed

uce

s

ye

ar

on

ye

ar

the

mo

re v

uln

era

ble

th

e

targ

et

is t

o m

ino

r flu

ctu

atio

ns.

We

ha

ve

co

nsid

ere

d b

est

pra

ctice

in

th

is

fie

ld a

nd

co

nsid

er

the

Hig

hw

ays

Ag

en

cy's

(B

usin

ess P

lan

20

06

/07

)

ap

pro

ach

of

accu

racy w

ith

in a

+/-

5%

ma

rgin

to

be

se

nsis

ble

. O

n t

his

ba

sis

the

ta

rge

t is

on

tra

ck.

Avo

n &

So

me

rse

t C

asu

alty d

ata

is

use

d f

or

this

in

dic

ato

r, in

clu

din

g

Mo

torw

ays a

nd

Tru

nk r

oa

ds in

So

uth

Glo

uce

ste

rsh

ire

.

Ru

ral b

us a

cce

ssib

ility

in

de

x c

alc

ula

ted

usin

g a

dd

ress p

oin

t a

nd

bu

s s

erv

ice

da

ta.

Fo

r 2

00

5 t

his

ta

rge

t is

on

tra

ck.

Usin

g

the

be

st

pra

ctice

of

the

Hig

hw

ays

Ag

en

cy (

Bu

sin

ess P

lan

20

06

/07

) o

f +

/-

5%

accu

racy t

he

20

05

Ch

ild K

SI

fig

ure

is m

ore

th

an

5%

be

low

th

e 2

01

0 t

arg

et.

On

th

is b

asis

th

e 2

01

0 t

arg

et

ha

s a

lso

be

en

ach

ieve

d.

Avo

n &

So

me

rse

t C

asu

alty d

ata

is

use

d f

or

this

in

dic

ato

r, in

clu

din

g

Mo

torw

ays a

nd

Tru

nk r

oa

ds in

So

uth

Glo

uce

ste

rsh

ire

.

Co

re I

nd

ica

tor

is n

ot

ap

plic

ab

le t

o

So

uth

Glo

uce

ste

rsh

ire

.

Ta

rge

t a

dju

ste

d a

nd

se

t a

s a

lo

ca

l

targ

et

in 2

00

3 f

ollo

win

g c

on

su

lta

tio

n.

Th

is in

dic

ato

r is

me

asu

red

as a

n

An

nu

al A

ve

rag

e W

ee

kd

ay T

ota

l

(AA

WT

).

Cyclin

g d

ata

is

co

llecte

d

fro

m a

re

pre

se

nta

tive

nu

mb

er

of

site

s.

Prof

orm

a A

- So

uth

Glo

uces

ters

hire

103


Glossary of TermsAPR Annual Progress Report

AQAP Air Quality Action Plan

AQMAs Air Quality Management Areas

ATF Air Transport Forum

BANA FQP Bristol And Neighbouring Authorities Freight Quality Partnership

BIA Bristol International Airport

CBI Confederation of British Industry

DDA Disability Discrimination Act

DEFRA Department of the Environmentand Rural Affairs

DfT Department for Transport

DPE Decriminalised Parking Enforcement

DTI Department for Trade and Industry

ERCDT English Regional Cycling Development Team

ETP Education, Training & Publicity

GBSTS Greater Bristol Strategic Transport Study

GOSW Government Office for the South West

GVA Gross Value Added

HOV High Occupancy Vehicle

JLTP Joint Local Transport Plan

KSI Killed or Seriously Injured

LA Local Authority

LDF Land Disposal Facility

LPG Liquid Propane Gas

LRT Light Rapid Transit

LTP Local Transport Plan

MPH Miles per Hour

NCN National Cycle Network

NO2 Nitrogen Dioxide

PAP Priority Access Point

P&R Park and Ride

PHVs Private Hire Vehicles

PRoGRESS Priority Road Use for Greater Responsibilities, Efficiency and Sustainability in Cities

PSA Public Service Agreement

PTW Powered Two Wheelers

RFF Regional Freight Forum

RFM Regional Freight Map

RPG Regional Planning Guidance

RUH Royal United Hospital

SAS Surface Access Strategy

SRA Strategic Rail Authority

SRB Single Regeneration Budget

STAG Strategic Traffic Action Group

SWPTI South West Public TransportInformation

SWRDA South West Regional DevelopmentAgency

TAMP Transport Asset Management Plan

TOC Train Operating Company

UWE University of the West of England

VIVALDI Visionary and Visible Actions Through Local TransportDemonstration Initiatives

WoW Walk on Wednesdays

Documents

Joint Delivery Report