Design and Access Statement

Design and Access Statement Document: CTRAEB/730/DOC500 South Bristol Link Bristol City Council & North Somerset Council 21 May 2013

Design and Access Statement South Bristol Link Bristol City Council & North Somerset Council 21 May 2013 Halcrow Group Limited Burderop Park, Swindon, Wiltshire SN4 0QD tel 01793 812479 fax 01793 812089 halcrow.com Halcrow Group Limited is a CH2M HILL company Halcrow Group Limited has prepared this report in accordance with the instructions of client North Somerset Council for the client s sole and specific use. Any other persons who use any information contained herein do so at their own risk. Halcrow Group Limited 2013

Design and Access Statement Document history Design and Access Statement South Bristol Link Bristol City Council & North Somerset Council This document has been issued and amended as follows: Version Date Description Created by Verified by Approved by 0.0 28/03/13 First draft Emma Basketter Gary Hodge Philip Paterson 0.1 21/05/13 Second draft Gary Hodge Philip Paterson Philip Paterson 1.0 30/05/13 For planning application Gary Hodge Philip Paterson Philip Paterson 1.1 11/06/13 For planning application incorporating minor changes 1.2 25/06/13 For planning application incorporating minor changes Gary Hodge Philip Paterson Philip Paterson Gary Hodge Philip Paterson Philip Paterson

Design and Access Statement Contents 1 Introduction 1 1.1 General 1 1.2 Purpose and Scope 1 1.3 Report format 2 2 The Site and its Context 2 2.1 Introduction 2 2.2 Existing Site and Surrounding Area 3 2.2.1 Section 1: A370 to Railway Line 3 2.2.2 Section 2: Railway Line to Castle Farm and A38 (Bridgwater Road) 4 2.2.3 Section 3: A38 to the edge of Highridge Common 5 2.2.4 Section 4: Highridge Common to King Georges Road 6 2.2.5 Section 5: King Georges Road and Queens Road junction to Hengrove Way 7 3 Development Principles 8 3.1 Scheme Background 8 3.2 Design Principles 9 4 Design Evaluation and Development 9 4.1 Introduction 9 4.2 Scheme sections 10 4.2.1 Sections 1 & 2 - A370 to A38 (Bridgwater Road) 10 4.2.2 Sections 3 & 4 - A38 to King Georges Road 10 4.2.3 Section 5 - King Georges Road and Queens Road Junction to Hengrove Way 11 4.3 Designing out Crime 12 5 The Scheme 13 5.1 Scheme objectives 13 5.2 Sections 1 & 2 - A370 to A38 (Bridgwater Road) 13 5.2.1 Overview 13 5.2.2 Provision for General Traffic 13 5.2.3 Rapid Transit Provision 15 5.2.4 Provision for adjacent Businesses / Residential Premises 16 5.2.5 Provision for Pedestrians and Cyclists 16 5.2.6 Public Rights of Way 16 5.2.7 Landscaping 17 5.2.8 Structures 17 5.3 Sections 3 & 4 - A38 to King Georges Road 18 5.3.1 Overview 18

Design and Access Statement 5.3.2 Provision for General Traffic 18 5.3.3 Provision for Rapid Transit 20 5.3.4 Provision for Adjacent Businesses / Residential Premises 20 5.3.5 Provision for Pedestrians and Cyclists 20 5.3.6 Public Rights of Way 20 5.3.7 Landscaping 20 5.4 Section 5 - King Georges Road and Queens Road Junction to Hengrove Way 21 5.4.1 Overview 21 5.4.2 Provision for General Traffic 21 5.4.3 Provision for Rapid Transit 24 5.4.4 Provision for adjacent Businesses / Residential Premises 25 5.4.5 Provision for Pedestrians and Cyclists 25 5.4.6 Public Rights of Way 27 5.4.7 Landscaping 27 6 Summary 28

1 Introduction 1.1 General This Design and Access Statement (DAS) has been prepared on behalf of Bristol City Council and North Somerset Council in partnership to support the planning application for the South Bristol Link highway scheme. The proposed South Bristol Link (the Scheme) will provide a strategic transport link between the A370 Long Ashton bypass within North Somerset and Hengrove Park within the Hartcliffe area of south Bristol. This will incorporate 4.5km of new and upgraded highway between the A370, the A38 and the Cater Road roundabout, including a continuous shared cycleway and footway along the route corridor. The Scheme is one of a package of transport schemes that together will create a rapid transit network across the sub-region, linking key employment, housing and leisure areas. The objectives for the Scheme are to facilitate regeneration and growth in south Bristol (whilst reducing congestion on surrounding roads) and to improve accessibility from residential and employment areas in south Bristol to the city centre and to the strategic transport network, including Bristol Airport. Figure 1.1 South Bristol Link scheme corridor 1.2 Purpose and Scope The purpose of this DAS is to set out the design principles that have been applied to the Scheme and how access to the Scheme has been considered. 1

The Scheme layout and design features are shown on the following series of drawings; CTRAEB/730/HIG/100-139 - Highway design CTRAEB/730/LIG/200-210 - Lighting CTRAEB/730/DRA/300-310 - Drainage CTRAEB/730/LAN/500-510 - Landscaping CTRAEB/730/STR/700-770 - Structures In essence, the Scheme is classified as an Urban All Purpose Road (UAP) and comprises a single carriageway (one lane in each direction) over its entire length. Between the Brookgate junction and the A38 bus lanes are included, giving a total of four lanes (two in each direction) over this length. A single carriageway bus link is included between the Brookgate junction and the Ashton Vale to Temple Meads BRT scheme. 1.3 Report format Following this introduction, there are a further five chapters that address the route, from north to south, and comprise: Chapter 2 - The Site and its Context describes the existing site characteristics, encompassing access points, boundaries, site features, topography and provides an overview of the physical context to set the baseline for design development. This chapter presents scheme constraints and opportunities. Chapter 3 - Scheme Principles this chapter presents a brief overview of the history of the scheme and in so doing establishes the principles for the development. The chapter also summarises the consultations throughout the design process, which informs the development of the scheme principles. Chapter 4 - Design Evaluation and Development describes the constraints and opportunities informing the design response, options considered and design evolution. Chapter 5 - The Scheme sets out the design with reference to the use, limit of development, the layout of the scheme and the approach to landscaping. Chapter 6 - Summary presents a brief summary of the Scheme and what it achieves. 2 The Site and its Context 2.1 Introduction The Scheme is proposed within two distinct character areas, passing from the rural hinterland south west of Bristol within North Somerset District, into the suburban areas of Withywood and Bishopsworth in south Bristol. The rural section of the route, from the A370 to the eastern edge of Highridge Common, lies within the Green Belt. The proposed highway route corridor starts on the A370 0.5km east of Long Ashton within North Somerset and 0.5km south west of the Long Ashton Park & Ride site. A separate bus-only route commences adjacent to the Park & Ride site on the Ashton Vale to Temple Meads BRT route and joins the main route corridor at a proposed 2

junction approximately 0.2km to the west of Brookgate Industrial Estate, west of Ashton Vale. The proposed route passes southwards through open agricultural land, before reaching the Bristol to Taunton Railway Line. It passes beneath the railway to follow the western side of Colliter s Brook valley and across the A38 via a new roundabout junction directly east of Castle Farm. The route then passes through agricultural land and across the northern edge of Highridge Common to join Highridge Green, a single carriageway road running alongside the Common, within the administrative area of Bristol City Council. From this point it passes through the residential areas of Withywood and Bishopsworth, following a route along King Georges Road and through an area of green space identified as a reserved corridor between existing housing estates from Queens Road to Hareclive Road. The route then joins Whitchurch Lane to the south of Cater Road Business Park, and onto the adjacent Cater Road roundabout. This completes the section of new or amended carriageway. The route then continues on existing highway (Hengrove Way), through the retail area of Imperial Park to join Hartcliffe Way (A4174), before entering Hengrove roundabout. From here the route follows Whitchurch Lane and enters Hengrove Park, a hub for commercial, educational and leisure facilities, where it will connect with the proposed North Fringe to Hengrove rapid transit route. 2.2 Existing Site and Surrounding Area A full description of the character of the land along the proposed route alignment and surrounding area is provided within the Landscape and Visual Impact chapter of the Environmental Statement. For ease of reference a summary is provided below following the same 5 route sections: Section 1 A370 to Railway Line; Section 2 Railway Line through to Castle Farm and the A38 (Bridgwater Road) Section 3 A38 to the edge of Highridge Common; Section 4 Highridge Common to King Georges Road; and Section 5 King Georges Road and Queens Road Junction to Hengrove Way The paragraphs below identify constraints within each section and opportunities that arise from the route alignment considered. 2.2.1 Section 1: A370 to Railway Line This section is bounded by the A370 along the northern extent of the Scheme and the main Bristol to Taunton railway line on embankment to the south. The settlement of Long Ashton, which is a designated Conservation Area, lies to the north of the A370. The Ashton Court Grade II* Registered Park and Garden is located at a distance of 0.5km directly north of the A370, with the landscape surrounding the Court identified as a Site of Special Scientific Interest (SSSI). The Long Ashton Park & Ride site lies adjacent to the A370 in the north east of this section, which will link with the proposed bus-only route via the Ashton Vale to Temple Meads BRT route. Ashton Vale Fields Wildlife Site lies immediately east of 3

the bus only route. Public Rights of Way (PROWs) and a National Trail known as the Community Forest Path meet and cross the proposed road carriageway and bus route at various points, with Longmoor Brook dissecting the area in an east-west direction. Figure 3.1 A370 to Railway Line The landscape within this section is characterised by level open ground comprising agricultural fields lain to grassland, aligned by hedgerows and scattered trees. An area of floodplain lies in the north of the section, which includes marsh and semi improved grassland. The Scheme presents the opportunity to provide a link into Brookgate Industrial Estate immediately east, which leads to the mixed residential and employment area of Ashton Vale within the Bristol City administrative area. There is an existing crossing of the railway provided by an underpass (see Figure 3.2 below). Figure 3.2: Existing Railway Underpass 2.2.2 Section 2: Railway Line to Castle Farm and A38 (Bridgwater Road) Southwards from the railway line, this section of the route passes through countryside which falls within the Green Belt between Ashton Vale and south west Bristol. The route is aligned to the west of Colliter s Brook which is identified as a Site 4

of Nature Conservation Importance (SNCI). Here the route passes through the eastern flanks of South Bank Meadow Yanley Wildlife Site and Hanging Hill Wood Wildlife Site, an area of ancient woodland. The route crosses the former Yanley landfill site owned and managed by Viridor Ltd and ascends to reach the A38 to the east of Castle Farm, a Grade II Listed Building. An existing access road runs to the west of the brook, as shown in Figure 3.3., and the proposed route broadly follows the alignment of this existing track in this section. Figure 3.3: Existing Viridor Access Track PROWs and the National Trail run alongside and cross the route through this section. The wider landscape is characterised by large scale pastoral fields separated with hedgerows and trees. The buildings of Yew Tree Farm are located to the east of the route, with the extensive Computershare office building situated further east, accessed from the A38. The urban edge of south west Bristol lies beyond the route corridor to the south of the A38. 2.2.3 Section 3: A38 to the edge of Highridge Common This section completes the extent of the route within the Green Belt, passing from North Somerset District into Bristol City at the western boundary of Highridge Common. The proposed roundabout junction with the A38 will be centred over an existing triple conjoined Lime Kiln structure which, although not formally designated, is recognised as a locally important heritage asset and will hence be retained as a feature. Open fields and gently undulating terrain continue to the south of the A38, with the wider landscape dominated by the backdrop of the residential properties forming the urban edge of Bristol lying east. The residential property of Highridge Cottage and the cluster of buildings of Burnell Ltd are located south of the proposed route, with Chestnut Cottage and its associated curtilage buildings to the north. 5

Figure 3.4: Looking south from A38 2.2.4 Section 4: Highridge Common to King Georges Road The proposed route crosses the northern section of Highridge Common, an area of common land comprising open grassland with scattered scrub and tree cover, enclosed along the western boundary by hedgerows. The Common is identified as an SNCI. Highridge Green and Highridge Road align the eastern and southern boundaries of the Common, fronted by two storey detached and semi-detached residential properties within generous sized plots, most with individual vehicular accesses. Figure 3.5: Aerial View of the Common 6

2.2.5 Section 5: King Georges Road and Queens Road junction to Hengrove Way This forms the urban section of the proposed route passing through the Withywood and Bishopsworth areas of south Bristol. The route passes along King Georges Road, a residential street of two storey detached and semi-detached properties, each with front and rear gardens enclosed by a variety of boundary treatments. Each side of the road is fronted by a strip of wide amenity grass with a row of intermittent trees and standard lighting columns. This is traversed by strips of tarmac surfacing used as crossovers to individual properties and informal parking. Footways align the road alongside the property boundaries. A public house with outside seating area is situated at the southern corner of the junction with Queens Road. Figure 3.6: King Georges Road The Scheme within this area presents the opportunity to reinforce the residential corridor through sensitive landscaping and the inclusion of appropriate crossing facilities. The proposed route then crosses Queens Road to enter an area of unmanaged grassland and scrub scattered with trees which forms a reserved corridor east-west between areas of housing from Queens Road to Hareclive Road. This is identified as a reserved corridor in the adopted development plan for Bristol City Council. It is used for informal recreation and is crossed by surfaced and unsurfaced pathway connections between the housing estates. These are characterised by two storey detached and semi-detached properties with some three storey apartment blocks arranged along cul de sacs accessed from Goulston Road and Gatehouse Avenue. The route passes directly north of the Gatehouse Centre, a mixed community and employment facility adjacent to Hareclive Road. Opportunities exist to develop the Scheme in this area with due regard to the existing urban context. 7

Figure 3.7: Reserved corridor- Bishopsworth A large area of green space opens out to the east of Hareclive Road which will accommodate a new junction for the proposed route. This is fronted by a mixture of residential properties along Whitland Road to the south and the commercial properties of Cater Road Business Park to the north, fronting Whitchurch Lane. Once joined with Whitchurch Lane and onto Cater Road Roundabout, this will complete the new carriageway of the proposed scheme. As outlined above, buses will follow existing roads along Hengrove Way, a dual-carriageway section with commercial development to the north and residential to the south. The bus route will then pass through Imperial Park and onwards to Hengrove Park via Whitchurch Lane. 3 Development Principles 3.1 Scheme Background The project falls within the administrative boundaries of both North Somerset Council (NSC) and Bristol City Council (BCC). The Councils consulted widely on the principles of the Scheme and options for the alignment of the route corridor in 2008 and 2009. This process culminated in the submission of a Programme Entry Major Scheme Business Case (MSBC) to the Department for Transport (DfT) in March 2010. Following the Comprehensive Spending Review of Autumn 2010, the authorities presented a Revised Central Case, which was submitted in an Expression of Interest to the DfT in December 2010. The revised scheme was included in the Development Pool of Local Major Transport Schemes, announced by the Minister on 4th February 2011, and a Best and Final Funding Bid (BAFB) submitted to the DfT on the 9 September 2011. Funding for the Scheme was confirmed by the Chancellor, George Osborne, on the 29 November 2011 in the Government Autumn Statement, with a successful Programme Entry announced by the DfT on 8 December 2011. Regular consultation has been held with key statutory organisations (Environment Agency, English Heritage and Natural England), local interest groups and residents which has informed the development of the proposals. A pre-application public consultation exercise was held in May and June 2012, requesting comments on the draft route alignment. The responses prompted a thorough design review process from July 2012 to March 2013, informed by ongoing stakeholder engagement, with further options appraised to determine the final proposed alignment and scheme design which form the basis of the current application. 8

During this process, as aspects of the scheme have been developed, focused consultation has been undertaken and information provided to a number of groups, including but not limited to: Statutory consultees Utility companies Stakeholder groups (including non-motorised users group) Local residents Local businesses The results of this scheme development are recorded in two reports included with the application as follows: Options Appraisal (Part 1): Route Alignment Options Options Appraisal (Part 2): Engineering Options 3.2 Design Principles In developing the Scheme since its inception a number of design principles have been established and have been considered in the design evaluation, review and development. These can be summarised as follows: To satisfy the objectives of the Scheme. To design a road and associated facilities that comply with current design standards, resulting in a road that is accessible, effective and safe for all users. To minimise the environmental impact of the Scheme whilst achieving the overall objectives. To design the facilities with due consideration to all user groups, including those driving the route and those cycling or walking along or across the route. To design the Scheme with due consideration to those adjacent to the route and who will be impacted upon by the road and its associated facilities. To design the route with due consideration to the views expressed by all stakeholders, from statutory consultees to local residents and businesses. 4 Design Evaluation and Development 4.1 Introduction The assessment of alignment options is presented in detail in the Options Appraisal (Part 2): Engineering Options report which is included in the application submission package. Public and stakeholder consultation was undertaken on the scheme as proposed in the Best and Final Funding Bid (BAFB) in May and June 2012. Following this design workshops were held on 2 July, 31 August and 10 October to discuss various potential design changes to address the concerns raised during the consultations and 9

to agree the alignment to be included in the Planning Application as the preferred route. This part of the report provides a summary of the alignment options considered. For ease of reference, the route has been divided into sections, broadly similar to those discussed in Chapter 2 of this report. The sections are listed below: Sections 1 & 2 - A370 to A38 (Bridgwater Road) Sections 3 & 4 - A38 to King Georges Road Section 5 - King Georges Road and Queens Road Junction to Hengrove Way A detailed description of the scheme that resulted from the design development is presented in Chapter 5 of this statement. 4.2 Scheme sections 4.2.1 Sections 1 & 2 - A370 to A38 (Bridgwater Road) These sections of the Scheme are approximately 2km in total length and run south west from the A370 close to Long Ashton Park and Ride to the A38 Bridgwater Road at Castle Farm. In addition to the alignment included within the BAFB, 6 route options were considered. An assessment of the options identified that 2 routes running in the Colliter s Brook valley either side of the brook were preferred. Further topographical surveying was undertaken to allow a better understanding of the impacts of both options in the vicinity of Colliter s Brook. There is an existing access track that runs to the west of the brook to serve the landfill site immediately south of the railway and the focus of the assessment was to determine whether the line of this track could be utilised while minimising the impact on Hanging Hill Wood. This proved to be the case and hence this option was favoured over the option east of the brook which would have a more significant environmental impact. From the point where the Scheme crosses Colliter s Brook at Hanging Hill Wood the route climbs up to the A38. A number of options for the vertical alignment were considered in this area with a view to: facilitating the crossing of the Scheme by cyclists and pedestrians, minimising the impact on the adjacent environment of Hanging Hill Wood and Colliter s Brook, and minimising the impact on the existing landfills. The preferred option achieves these objectives by keeping the alignment close to existing ground level, allowing passage of pedestrians and cyclists beneath the Scheme at Colliter s Brook and minimising the footprint of the scheme and hence the environmental impact on Colliter s Brook. 4.2.2 Sections 3 & 4 - A38 to King Georges Road These sections of the Scheme are approximately 1.1km in total length and run south east from the A38 Bridgwater Road at Castle Farm to the Highridge Road junction at the south east corner of Highridge Common. The first 750m runs through farm fields whilst the last 350m runs through and alongside Highridge Common; the last 250m is along the line of Highridge Green road. 10

The first 450m broadly follows the line of the BAFB route, although the junction with the A38 is slightly further east to accommodate the lime kilns (see Chapter 5 below). Within the central 400m the Scheme has been realigned by introducing back to back curves to accommodate comments made by landowners and residents to reduce the impact on property and the Common. The more sinuous alignment also has the effect of reducing speed as drivers enter the Common, an issue raised during the consultation process. The last section follows the line of the existing Highridge Green road to reduce the impact on the Common. The BAFB alignment was further west and required a greater amount of land from the Common. 4.2.3 Section 5 - King Georges Road and Queens Road Junction to Hengrove Way This section of the Scheme is approximately 1.5km in length and can be broken into three distinct sub-sections as follows: King Georges Road There was very little scope to change the alignment from that of the existing road due to the proximity of the residential properties and the constraints imposed by the junctions with Highridge Road at the northern end and Queens Road at the southern end. However, a number of different cross-sections were considered in order to achieve an optimal scheme layout, providing effective passage for vehicles using the Scheme while retaining the urban/residential context of the road. The initial thoughts were to have the combined cycletrack/footpath on the northern side and the footway on the southern side immediately adjacent to the road but, given the number of utilities within the existing corridor, the amount of landscaping is optimised by retaining the cycletrack and footways on the existing alignments adjacent to the residential premises. The ability to maximise the landscaping along this section of the route was a key consideration, resulting from the consultation process. Consideration was also given to the ease with which pedestrians could cross the road. Alternatives including a full central reserve, a partial central reserve or no central reserve were investigated and the preferred option of a median strip with a number of kerbed islands was considered to provide the optimum layout in terms of facilities for pedestrians crossing the road and vehicles being able to turn right in and out of driveways. Reserved Corridor This section of the Scheme is approximately 600m in length and runs through a corridor that has been reserved for the route in the Bristol City Local Plan and Core Strategy. The route will be at grade to limit the impact on adjacent premises. In the northern half of this sub-section the alignment of the Scheme is highly constrained by adjacent premises, but as the route moves towards Hareclive Road the corridor widens. Alternatives were considered in terms of where to locate the Scheme within the corridor. A more curved alignment than was presented at the public consultation in 2012 was favoured in order to help reduce vehicle speeds. This also allowed the avoidance of significant underground water storage tanks. As with King Georges Road, consideration was also given to the cross-section of the road through this sub- 11

section. As more width is available it was concluded that the introduction of a wide central reserve in the southern half would be preferable, splitting the carriageway and hence reducing the perception of the width of carriageway, which was an issue raised during the consultation process. Hareclive Road to Cater Road roundabout This section of the Scheme is approximately 300m in length and runs through a corridor adjacent to residential properties on the south side and retail/commercial premises to the north. The route will be at grade to limit the impact on the adjacent premises. The evaluation in this sub-section focussed on the footprint of the junction with Hareclive Road and this has been significantly reduced from the layout presented at the public consultation in May / June 2012. During this exercise respondents expressed concern at the difficulty that would be experienced by pedestrians crossing the arms of the roundabout. The proposed roundabout has therefore been replaced with a traffic signal controlled junction to reduce the footprint of the junction and make it easier for pedestrians to cross. As with the route alignment at Highridge Common, the alignment of the Scheme between Hareclive Road and Cater Road roundabout has been kept, as far as possible, on the alignment of the existing road to maximise the opportunities for greening the remaining corridor. The proposed barrier in the middle of the road has been replaced with a flush median strip to allow turning in and out of the business premises, in response to concern expressed by the businesses in this area. 4.3 Designing out Crime In developing the scheme, opportunities have been taken to design out crime wherever possible. In particular: The shared use cycletrack / footway runs close to the carriageway, improving visibility of the facility and hence safety; Junctions along the route will be lit and these are where the bus stops are located; and Within the urban area the route is lit, improving visibility and safety. 12

5 The Scheme 5.1 Scheme objectives The objectives of the Scheme are:- To facilitate regeneration and growth in south Bristol. To reduce congestion in south Bristol and adjacent areas in North Somerset. To improve accessibility from south Bristol to the city centre and to strategic transport links, including the trunk road network and Bristol International Airport. These objectives are applicable to the scheme as a whole. There are, however, different local accessibility issues for all users and public transport provision along the length of the route and these will now be presented below in a description of the scheme being submitted in the planning application. The scheme is considered under the same sections as above and the following aspects are discussed for each section: Provision for general traffic Provision for rapid transit Provision for adjacent businesses / residential premises Provision for pedestrians / cyclists Public Rights of Way Landscaping; and Structures (where appropriate) 5.2 Sections 1 & 2 - A370 to A38 (Bridgwater Road) 5.2.1 Overview These sections of the route are 2km in length and run from the A370 at Long Ashton to the A38 at Castle Farm via Brookgate in Ashton Vale. The road will have to pass underneath the Bristol to Taunton railway line and this will require the provision of a new underbridge to be constructed by Network Rail. Section 1 also includes a bus only link to the Ashton Vale to Temple Meads BRT route, adjacent to the Long Ashton Park & Ride. 5.2.2 Provision for General Traffic A new roundabout junction will be constructed on the A370 near Long Ashton. A dedicated left turn lane will be provided in the southbound direction on the A370, allowing traffic to access the Scheme without passing through the new roundabout junction, improving the traffic flows within the roundabout. 13

Movements Dedicated SBL lane Joining SBL Leaving SBL Figure 5.1: A370 roundabout From this roundabout, a single-carriageway road, two-way and with a speed limit of 40 mph, will run south-eastwards for approximately 2km to meet the A38 (Bridgwater Road) at a new signalised roundabout junction. Movements End of bus lane Joining SBL Leaving SBL Figure 5.2: A38 signalised roundabout 14

Between the A370 and the A38, a signal controlled junction at Brookgate will provide access to Ashton Vale, an area that includes both residential areas and industrial premises. This connection is important in improving vehicular access to this area, thereby facilitating regeneration. While the Scheme in these sections will not generally be lit, street lighting will be included at the A370, Brookgate and A38 junctions. The lighting will be energy efficient LED white light and columns will generally be 12m high. 5.2.3 Rapid Transit Provision A bus only link will be provided between the Ashton Vale to Temple Meads BRT scheme (linking with the Long Ashton Park & Ride site) and the new signalised junction at Brookgate. Figure 5.3 shows the Brookgate bus link junction with the vehicular movements. Movements Buses only to/from Park & Ride Joining SBL Leaving SBL Figure 5.3: Bus link and Ashton Vale trading estate accesses From the Brookgate junction to the A38, nearside bus lanes in each direction provide dedicated provision which is segregated from general traffic. Both the new A38 Bridgwater Road and Brookgate signalised junctions will include bus priority measures. Rapid Transit stops will be provided at the following locations; Long Ashton P&R (provided by the AVTM scheme), Brookgate (to the north of the signalised junction on the bus only link connecting to the AVTM scheme), to allow access to the trading estate, A38 (on the new link, immediately to the west of the Bridgwater Road junction), to allow interchange with existing and airport flyer services. 15

5.2.4 Provision for adjacent Businesses / Residential Premises Discussions have been held with owners of adjacent land and direct access to fields has been provided as requested in these discussions. Two accesses have also been provided to the Viridor landfill site following discussions. As noted above, a link is to be provided to the Ashton Vale Trading Estate at Brookgate, by way of a traffic signal controlled junction. 5.2.5 Provision for Pedestrians and Cyclists A new cycleway/footway will be provided on the northern side of the carriageway between the A370 (connecting to Festival Way cycle track) and Brookgate. This provision then continues on the eastern side of the bus only route, linking to cycle and pedestrian facilities provided by AVTM. South of Brookgate junction, the cycleway / footway is continuous on the northern / eastern side of the Scheme to the junction with the A38. At the railway crossing use will be made of the existing underpass, where drainage provision will be improved. Controlled pedestrian / cycle crossing points are integrated into the Brookgate traffic signals to link these two sections of shared cycleway / footway. Signalised crossing points are also integrated into the proposed signalised junction formed by the A38 and the Scheme. Generally, feedback from the consultation favoured locating the cycletrack / footway adjacent to the road on one side, providing a direct and safer facility, and this has been accommodated. In addition to the shared cycleway / footway, additional sections of footway are also proposed to ensure access to the proposed stops at; Brookgate (linking the bus stops to the industrial park), A38 (linking the proposed bus stops to signalised crossing provision at the new Scheme/A38 junction). 5.2.6 Public Rights of Way The Scheme intersects some existing PROW between Long Ashton and the A38. The following mitigation measures are proposed: In proximity to the new roundabout junction, a new section of footpath will be provided connecting two existing PROW to the south of the new carriageway to reduce the need for users of these paths to cross the road close to the roundabout. The diversion will take the PROW beneath the Scheme at the Longmoor Brook underbridge. To the west of Yew Tree Farm the Scheme route follows the approximate alignment of a PROW running north-to-south. This existing PROW connects to two east-to-west PROW routes to the north and south of the farm building. It is proposed to divert the northernmost PROW at Colliter s Brook to pass beneath the Scheme at the underbridge and to provide an at-grade crossing of the Scheme, including a pedestrian refuge, at the other crossing. 16

5.2.7 Landscaping The landscape proposals moving south from the new A370 roundabout focus on screening views of the road and any associated highway infrastructure from the Ashton Court Estate and reinstating vegetated field boundaries, whilst retaining the open rolling landscape character. Along the line of the bus link the Environment Agency is scheduled to undertake drainage improvement works in the area. These works broadly require New Colliter s Brook to be widened and cleared out and an access strip left clear between the link road embankment and the brook. The large field to the west of the brook will mostly return to agricultural use. A native hedgerow with occasional hedgerow trees just outside of the base of the embankment is proposed to recreate the field boundary. Between the railway and the A38 the proposed road corridor runs in the main along the current alignment of the landfill access road. However, given the complex topography of the location and the requirement to create a safe road, in accordance with legal requirements, retaining walls, engineered slopes necessitate land take and some loss of vegetation. 5.2.8 Structures There are a number of structures in this section as follows: Longmoor Brook Bridge The bridge carries the Scheme over Longmoor Brook watercourse. In addition, the bridge spans a 2.4m wide combined cattle, cyclist and pedestrian crossing; providing a clearance of 2.4m. A mammal ledge is provided on the west abutment wall. The Scheme at this location consists of a single 6.75m carriageway (two 3.375m lanes) with a 3m footpath/cycleway on the north side; with the inclusion of verges this provides an overall clear width between the bridge parapet edge beams of 11.05m. The proposal consists of precast concrete beams with in-situ reinforced concrete infill and slab on integral reinforced concrete abutments with wingwalls parallel to the Scheme alignment. The single span between the face of the abutments is 12.5m square. The exposed concrete faces of the abutment and wing walls have an exposed aggregate with fine rib finish. Colliter s Brook Bridge The bridge carries the Scheme over Colliter s Brook watercourse and a 1.8m wide PROW. The Scheme at this location consists of a single 12.75m carriageway (two 3.375m lanes and two 3m bus lanes), with a 3m footpath/cycleway on the east side; with the inclusion of verges this provides an overall clear width between bridge parapet edge beams of 16.85m. The proposal is the same as for Longmoor Brook Bridge, consisting of precast concrete beams but on higher integral reinforced concrete abutments. The single span between the face of the abutments is 13.0m square. The exposed concrete faces of the abutment and wings walls have an exposed aggregate with fine rib finish. 17

Colliter s Brook Retaining Walls North & South The retaining walls are provided at two locations: North of Colliter s Brook Bridge on the east side of the Scheme with a retained height of up to 3.5m South of Colliter s Brook Bridge on the west side of the Scheme with a retained height of up to 5.0m The retaining walls are provided to reduce the impact of the construction on the existing woodland and on the alignment of Colliter s Brook. The design consists of steel sheet piling faced with cladding and the top finished with a 1m wide by 1m high concrete capping beam. The top of the sheet piles is anchored into the embankment for additional strength. Provision is made for a 2.5m wide combined PROW and maintenance track along the base of the North Retaining Wall, and a 2.5m wide maintenance track along the base of the South Retaining Wall. 5.3 Sections 3 & 4 - A38 to King Georges Road 5.3.1 Overview These sections of the route are 1.0km in length and link the A38 at Castle Farm to King Georges Road in the residential area of Bishopsworth. 5.3.2 Provision for General Traffic From the new signalised roundabout junction formed with the A38, a new single carriageway road, two-way with a 40mph speed limit, will extend eastwards. In proximity to Highridge Farm, the speed limit will reduce to 30mph, as the carriageway enters the Common and then residential area to the east. The existing alignment of Highridge Green, which currently connects to Highridge Road and King Georges Road at its eastern extent, will be altered. However, access to all residential premises and business will be maintained. The road will be realigned to connect to the Scheme via a new priority junction in proximity to Sandburrows Road. It will include a dedicated right turn ghost island on the Scheme to stop blocking back on the carriageway, as shown in figure 5.4. 18

Movements Joining SBL Leaving SBL Figure 5.4: Highridge Green junction The Scheme will cross the northern extent of Highridge Common before connecting to King Georges Road via a new four arm signalised junction formed with Highridge Road. This signalised junction allows access to and from the Scheme (Highridge Green and King Georges Road) and Highridge Road. The junction has restricted movements for traffic management reasons and these are shown on figure 5.5. Prohibited movements Figure 5.5: Highridge Road junction 19

The A38 junction will be lit and street lighting will be provided within the urban area from Highridge Green eastwards. The lighting will be energy efficient LED white light and columns will range from 12m to 8m high. 5.3.3 Provision for Rapid Transit Between the A38 and Highridge Road signalised junction, the bus rapid transit will share the carriageway with general traffic. Bus priority will however be provided at the A38 and Highridge Road traffic signals. Rapid Transit stops will be provided in both directions at Highridge Common, adjacent to the Common northbound and on the King Georges Road side of the junction southbound. 5.3.4 Provision for Adjacent Businesses / Residential Premises Discussions have been held with owners of adjacent land and direct access to fields has been provided as requested in these discussions. The existing access to Highridge Cottage to the south of Highridge Green will be altered with a new access provided from the Scheme carriageway. Access to the various cottages to the east of the length of the Scheme adjacent to the Common will be retained. Access will also be maintained for the garage close to the junction with Highridge Road. 5.3.5 Provision for Pedestrians and Cyclists A new shared footway / cycleway will be provided on the northern edge of the new carriageway linking the A38 to King Georges Road. This will be connected to signalised pedestrian / cyclist crossing points integrated into the new traffic signals at either end of this section of the route; Signalised crossing points will be provided on the northern arm of the A38 and western arm of the Scheme link at the A38 Bridgwater Road junction. Signalised crossing points will be provided on all arms within the residential area at the junction formed between the Scheme and Highridge Road. In addition, three non-signalised crossing points are proposed on the Scheme in proximity to Highridge Common, two of which will incorporate pedestrian refuges. This will provide safer crossing for pedestrians to access the Common. 5.3.6 Public Rights of Way The Scheme intersects an existing PROW between the A38 and the Common. This PROW connects to Elsbert Drive to the east and another PROW running north to south to the west of the Scheme. It is proposed to provide an un-signalised crossing point to enable continued use of this PROW. 5.3.7 Landscaping The positioning of the roundabout at the A38 has enabled a group of valued remnant kilns to be retained at the centre of it. Retaining clear visibility splays on the approaches to the junction has been considered. 20

Approaching the Common from the west the route is purposefully sinuous to discourage high speeds and minimise the impact of severing fields. The design process has allowed the alignment to change enabling some category A rated trees to be retained, as well as pulling it away from Highridge Cottage. The strategy through the Common has been one of minimal land take by utilising as much of the existing road (Highridge Green) as possible. However, some of the more species-rich areas of Highridge Common will be lost to the road construction. A turf translocation programme will be developed whereby turfs are removed in advance of road construction and translocated to suitable, stripped, ground within the compensation area/exchange land. The western half of the compensation area has been identified as a suitable receptor site for turfs from Highridge Common, given proximity, similar soil conditions, and aspect. This compensation area comprises a large pastoral field. Half of this field contains poor semi-improved grassland, the other half being quite species rich unimproved and semi-improved grassland. The turfs from Highridge Common will be translocated to the species poor area of the field. From the west, just before the point where the road reaches the exchange land and the Common a Gateway to the Common is proposed. This is a semi formal arrangement of trees planted within the grass verge to reinforce the contrast in landscape character between agricultural land and the Common. It is proposed to use a single species of tree, minimum 16-18 cm girth and double staked. The suggested species is an evergreen oak (Quercus Ilex). As part of the gateway element appropriate signage will define the new extents of the Common. The style of this is to be established during detailed design. Where hedgerows are broken, consideration has been given to removing a longer length. This avoids leaving stubs of hedgerow which highlights severance. In general, the approach to planting on the Common has been that there should be no additional planting. However, the landscape proposals must carefully respond to the landscape and visual impact. As such, some tree planting in small groups is shown on the north side of the new link to Highridge Green to buffer it in relation to nearby residential properties. A group of trees will be lost at the Highridge Road junction. A replacement group is proposed adjacent to the proposed bus stop which will help absorb it into the landscape. Shallow, grassed, linear depressions are proposed to aid the drainage of the Common parallel with the road on the south side. 5.4 Section 5 - King Georges Road and Queens Road Junction to Hengrove Way 5.4.1 Overview This section of the route is 1.5km in length and connects King Georges Road in Bishopsworth to Hengrove Park via Imperial Park. It will use both new and existing carriageway provision. 5.4.2 Provision for General Traffic Widening on King Georges Road will provide for a single carriageway with a speed limit of 30mph. 21

The Scheme connects with Queens Road to the east at a new signalised four arm junction. This junction has restricted traffic movements for traffic management reasons. Traffic from side roads can only access the Scheme westbound into King Georges Road. Movements Straight Leaving SBL Joining SBL Figure 5.6: Queens Road junction From the new four arm signalised junction formed with Queens Road, the Scheme will extend eastwards on a new single carriageway, two-way road subject to a 30mph speed limit. This section of carriageway will utilise a reserved transport corridor to connect to Hareclive Road via a new four arm signalised junction. The new signalised junction will connect; The new Scheme link (western arm), Realigned Whitchurch Lane (northern and eastern arms); and, Hareclive Road (southern arm). The Hareclive Road signal controlled junction will be constructed allowing ahead only movements except for northbound vehicles on Hareclive Road who can access the Scheme westbound by a left hand turn. 22

Movements Straight Joining SBL Figure 5.7: Hareclive Road junction Whitchurch Lane currently runs west-to-east linking Bishopsworth Road/Church Road to Hengrove Way. Hareclive Road connects from the south via a three arm priority junction. Whitchurch Lane currently provides access to a foodstore and homestore in the Cater Business Park to the north-east of the existing junction formed with Hareclive Road. To maintain access to these stores, it is proposed to retain the existing section of Whitchurch Lane carriageway running past these stores. This access road will form the minor arm of a signalised junction formed with the Scheme to the east of Hareclive Road. The Whitchurch lane junction permissible traffic movements are shown in Figure 5.8. 23

Movements Straight Leaving SBL Joining SBL Figure 5.8: Whitchurch lane From the new signalised junction, the Scheme will extend eastwards on a realigned and widened section of Whitchurch Lane. This will connect the Scheme to the existing Cater Road roundabout. Access to existing commercial properties will be provided by the use of a median strip to allow turning without causing blocking back. This addresses concerns raised during consultations with local businesses. Provision for general traffic will terminate at the Cater Road roundabout, with vehicles able to connect to existing highway provision. Street lighting will be energy efficient LED white light throughout, with columns of height 8m or 10m. 5.4.3 Provision for Rapid Transit From the new Highridge Road signalised junction, rapid transit buses will continue to share the single-carriageway provision with general traffic. Services will follow the new highway connection to the Cater Road roundabout junction. Rapid Transit vehicles will then route via the following existing roads; Hengrove Way to junction formed with the Imperial Retail Park, Internal access roads through the retail park connecting to Hartcliffe Way (A4174) to the east via an existing priority junction, Hartcliffe Way southbound to Hengrove Roundabout junction; and, Whitchurch Lane connecting with Hengrove Park. The existing retail park access road connects Hengrove Way to Harcliffe Way (A4174) via two internal roundabout junctions. It comprises a single lane in each direction for much of its length, with a short two-lane dual carriageway section on Wills Way connecting to the A4174. The Rapid Transit service will utilise upgraded bus stop provision within the Imperial Retail Park. In addition, the following Rapid Transit stops will be provided on this section of the route; 24

Queens Road (on the Scheme to the east of the new signalised junction formed with Queens Road), Hareclive Road (on the Scheme exit to the new Hareclive Road signalised junction in either direction), Hospital (outside of the hospital in Hengrove Park) provided by North Fringe to Hengrove BRT scheme City of Bristol College (outside the college and South Bristol Skills Academy in Hengrove Park) provided by North Fringe to Hengrove BRT scheme. The latter two of these stops will also be served by the North Fringe to Hengrove Rapid Transit route. Bus priority will be included at the junctions along the Scheme. 5.4.4 Provision for adjacent Businesses / Residential Premises Access to residential premises and side roads will be maintained along King Georges Road. Between Hareclive Road junction and Cater Road roundabout, direct access to the business premises to the north will be maintained by way of a median strip in the centre of the road. 5.4.5 Provision for Pedestrians and Cyclists A continuous cycletrack / footway will be provided on the northern side of the Scheme in this section. A footway will also be provided on the southern side in King Georges Road and in the reserved corridor. The widening of the carriageway along King Georges Road includes a median strip for much of its length. This provides an informal waiting space for pedestrians choosing to cross the road whilst allowing residents to access their driveways as they currently do. It also provides space for overtaking in the event of vehicles breaking down. The 1.5m wide flush central reserve is finished in a contrasting coloured material. It is to be a surface applied material in a buff colour. The colour contrast reduces the negative visual impact of a wider black macadam surface and retains the appearance of 3.65m lane widths although it can be overrun by vehicles. Formal pedestrian crossing points are provided at regular intervals along the road via kerbed islands 2.0m wide. The islands have the appropriate dropped kerbs and tactile paving with surface materials to match the central strip. This overall layout addresses many of the concerns raised by local residents during the consultations. The footway and shared footway/cycleway in King Georges Road is proposed along the edge of the highway boundary adjacent to the residential properties. The surface material will be macadam. Signalised crossings will enable pedestrian movements across Queens Road and Hareclive Road. Crossings are provided on the protected corridor side of Queens Road which will assist the use of the bus stops. A crossing will not be appropriate on the Scheme on King Georges Road given the restricted visibility for vehicles turning left from Queens Road, as shown on Figure 5.9. 25

Figure 5.9: Queens Road junction Existing footpaths cross the reserved transport corridor between Queens Road and Hareclive Road linking the residential areas to the north and south. It is proposed to create a linear park on either side of the Scheme route in the residential area and to provide for pedestrians and cyclists through the provision of; A toucan crossing connecting Goulston Road and Gatehouse Avenue via Comleaze and Gatehouse Way, Non-signalised crossings linking Heggard Close with Innox Gardens and Selley Walk with Gatehouse Close, Existing footways are present on either side of Whitchurch Lane in proximity to the Hareclive Road junction. These footways will be re-provided as part of the realignment proposals for Whitchurch Lane. These will feed into pedestrian crossing points on all arms of the new Hareclive Road traffic signals. Two signal controlled crossings will aid the crossing of Whitchurch lane for access to the superstore. These aspects of the scheme address concerns raised about severance by residents during the consultation process. 26

Figure 5.10: Whitchurch Lane crossings 5.4.6 Public Rights of Way There will not be any impact on PROW in the section of the scheme between Queens Road and Hengrove Park. 5.4.7 Landscaping King Georges Road In general, underground services along this section are towards the highway boundary. Positioning the footway and shared footway/cycleway to the outside, over many of the services, maximises the amount of space available for tree planting. However, there are still underground services within and crossing the remaining verge which does create a significant constraint when planting trees. Although services information has been sought the accuracy of the data from the providers is always issued with caution. The exact location of underground services can only be established once a series of trial holes are dug. Therefore the proposed position and quantity of trees indicated may vary. Queens Road to Cater Road Roundabout The proposed road alignment through the reserved corridor between Queens Road and Cater Road roundabout will require the removal of a small number of trees, scrub and bramble of low amenity value. The proposed shared footway/cycleway runs parallel and adjacent to the north side of the carriageway. The footway along the south side of the corridor deviates away from the carriageway where the corridor is wider. The overarching principle along this section is the creation of a strong framework of tree cover along the road corridor that links through and beyond the Hareclive Road junction. A network of small spaces will be formed along both sides of the corridor with ornamental shrub planting providing a subtle structure to define the shape. It is 27