Ashton Vale to Temple Meads and Bristol City Centre Rapid ... non-technical sum… · Council,...

Ashton Vale to Temple Meads and Bristol City Centre Rapid Transit Scheme

Introduction1. This document is a Non-Technical Summary (NTS) of the information provided in the Environmental Statement (ES) for the proposed Ashton Vale to Temple Meads and Bristol City Centre Rapid Transit scheme (the Scheme). The full ES is available as a separate report.

The SchemeThe Scheme is a rapid transit scheme in the form of a guided bus system intended to provide a high quality public transport service between Long Ashton Park & Ride and Bristol City Centre with key stops en-route to provide a step change in public transport provision in this corridor.

high quality public transport links;Improve access to public transport for areas •that currently have poor provision;Improve integration of the public transport •network;Promote social inclusion by improving access •to employment, retail, community, leisure and educational facilities; andImprove safety along the corridors by reducing •use of private cars.

The Environmental StatementThe ES (including this NTS) is one of the documents accompanying Bristol City Council and North Somerset Council’s (jointly referred to as the applicants) application to the Secretary of State for a Transport and Works Act Order (TWAO) under the Transport and Works Act 1992.

TWAOs are a special form of statutory authority for which a public body can apply in order to build certain types of transport infrastructure, including rapid transit schemes of this kind. The Order, if made, would authorise construction of the Scheme and provide additional powers, including compulsory purchase powers and deemed planning permission.

As part of the TWAO application for the Scheme, the applicants are required to undertake an Environmental Impact Assessment (EIA). EIA is the process whereby environmental information is collectedandthepotentialsignificantenvironmentaleffects that are likely to arise from a development areidentifiedandassessed.ThefindingsoftheEIAfor the Scheme are contained in the ES.

The ES describes the environmental effects of the construction and operation of the Scheme and identifiesadverseandbeneficialimpacts,togetherwith measures (termed ‘mitigation’) that are proposed to avoid, reduce or offset these. The ES assesses the Corridor section for which powers are to be sought in the TWAO, together with the City Centre section, which would be delivered by Bristol City Council as part of its wider local transport strategy.

This NTS summarises in non technical language the mainpointsoftheESanditsfindingsforeachoftheenvironmental topics covered. More specifically,this NTS:

Sets out the need for the Scheme, its principal •objectivesandbenefits;Provides an overview of the alternatives that •

Between Long Ashton Park and Ride and Prince Street Bridge in Bristol, referred to as the ‘Corridor section’, buses would largely be guided with breaks in guidance where necessary, for example to accommodate junctions with highways and tight corners. Between Prince Street Bridge and Temple Meads and through Bristol City Centre, referred to as the ‘City Centre section’, buses would run on existing and additional bus lanes.

Anetworkof’RapidTransit’routeswasidentifiedinthe Joint Local Transport Plan prepared by the four local authorities of Bath and North East Somerset Council, Bristol City Council (BCC), North Somerset Council (NSC) and South Gloucestershire Council (SGC), who together form the West of England Partnership (WEP). The Joint Local Transport Plan sets out the transport plans for the sub-region between 2006 and 2011, and the vision for the next 20 to 30 years.

The Scheme is one part of this wider Rapid Transit network and has the following objectives:

Extend choice of transport modes for all, in •particular for private car drivers, to encourage a shift to public transport;Promote sustainable development by providing •

ArtistsImpressionofArnolfiniRapidTransitstop

2


were considered;Provides a description of the Scheme and the •proposed route;Provides an overview of the significant•environmentaleffectsthathavebeenidentifiedin the technical sections of the ES; andProvides a summary of the proposed mitigation •measures to reduce or remedy any significantenvironmental effects.

The Need for the Scheme2. The West of England is a prosperous area with an excellent quality of life and a growing national and international profile. The travel demandsthat accompany this prosperity and growth are increasing pressure on infrastructure, particularly transport. Large scale housing growth and economic development over a number of years has not been accompaniedbysufficientinvestmentintransportinfrastructure, and this low level of investment, compounded by a public transport system in need of renewal, has resulted in high levels of car use.

The Scheme would provide a system that is almost 80% segregated from general traffic along the

Corridor section, greatly increasing the reliability of services. Journey times from Long Ashton Park and Ride to Bristol Temple Meads are predicted to be reduced by half, compared with the forecasts for existing services. The Scheme is calculated to reduce car trips and total journey times and existing bus users would have improved service reliability between Long Ashton Park and Ride and the City Centre.

Background3. Rapid Transit NetworkThe WEP has a vision to provide a Rapid Transit network consisting of sustainable transport corridors across the sub-region connecting the key areas of employment, leisure and housing that offer fast, reliable and comfortable journeys that provide a real alternative to the use of private cars.

It is proposed that Rapid Transit services would be fast, frequent and reliable with new, low-emission vehicles, high quality passenger facilities, information and interchanges and safe and secure access to stops. Services would run largely on segregated routes, separate from car traffic and

3


would be given priority over other road users at trafficsignalswhenrunningonthepublichighway.

includingavariantformedbyacontra-flowbuslane on Merchant’s Road; andOption 4 – Long Ashton Park and Ride site to •Hotwells via the route of the existing Park and Ride 903 bus service.

The assessment of the options included analysis and comparison of their performance against a wide range of criteria including the standard Department for Transport’s New Approach to Appraisal (NATA) components of environment, safety, economics, integration and accessibility.

The assessment concluded that the route of the TWAO scheme performed best.

Scheme Description4. The SchemeThe Scheme is intended to provide a peak service running every six minutes (ten vehicles per hour) and every12minutesintheoffpeak(fivevehiclesperhour) between Long Ashton Park and Ride to Bristol Temple Meads Railway Station and on to Cabot Circus, Broadmead and the centre of Bristol. Additional existing bus services to and from North Somerset (Weston-super-Mare, Clevedon and Nailsea) could make use of the Scheme infrastructure to provide faster journey times and improved reliability.

Services would be run using modern, accessible, comfortable, low-emission vehicles that provide the quality and feel of a high quality metro-style system. Access to the Scheme would be open to operators meeting quality thresholds which would govern vehicle and service standards.

The Scheme would provide a high quality passenger experience – ticket machines at stops, user-friendly electronic information displays, and high quality stops with safe and secure access.

Where possible, a pedestrian and cycleway would run parallel to the busway along the Corridor section, making use of the busway’s proposed maintenance track. The busway would be clearly segregated from cyclists and pedestrians. In the City Centre section, services would use new and existing bus lanes within the existing highway with some changes to road widths or pavements to provide adequate space for additional bus lanes and new Rapid Transit stops.

The Scheme would serve:Temple Meads Railway Station;•

In 2006 the WEP commissioned work towards submission of a Major Scheme Business Case to the Department for Transport. A series of detailed studies were undertaken which looked at the delivery of the rapid transit network as set out in the Joint Local Transport Plan and a priority order for potential routes to come forward. In 2007 a short-list of corridor options was recommended. Further assessmentoftheshort-listedoptionsidentifiedtheScheme as the route to be taken forward.

Assessment of alternatives continued through the development of the Scheme design which considered environmental impacts of different design options.

Alternative TechnologiesAreviewoftechnologieswasfirstundertakenin2007which looked at options from monorail and light rail through to conventional buses. A subsequent study wasundertakeninSummer2008whichspecificallylooked at opportunities provided by newer rapid transit technologies.

Both studies concluded that bus rapid transit should be pursued as it best meets the scheme objectives; isthemostcosteffectiveandflexibletechnology;and can be delivered within the programme and available funding.

Alternative Route OptionsA number of potential alternative alignments with varying levels of priority have been explored and reviewed as follows:

Option 1 – Brunel Way to Cumberland Road;•Option 2 – Option 1 plus Commercial Road and •Redcliffe Hill;Option 3 – between Brunel Way and Hotwells, •

Typical Rapid Transit Vehicle

4


New and planned development at Redcliffe and •Temple Quay;Retail and employment areas of the new Cabot •Circus development and Broadmead;Retail and employment areas around The Centre •and interchange with bus services;The refurbished Museum of Bristol and Wapping •Wharf development;Spike Island for SS Great Britain;•Ashton Vale;•The potential new stadium for Bristol City •Football Club;Long Ashton Park and Ride; and•Weston-super-Mare, towns and villages in North •Somerset.

Corridor sectionThe Corridor section is predominantly guided, with small breaks in guidance where necessary, for example to accommodate junctions with highways and tight corners. The Corridor section of the route starts at the Long Ashton Park and Ride site and runs across Ashton Fields to the proposed Ashton Vale stop.

Due to the proposed Bristol City Football Club (BCFC) Stadium, three scenarios have been considered across Ashton Fields as part of the EIA. Scenarios I and II consider a route which skirts around the footprint of the BCFC Stadium. Scenario I considers the BCFC stadium being built before the Scheme in accordance with BCFC’s programme for development, whilst Scenario II considers the Scheme being built before the proposed BCFC stadium in the event that the Stadium development is delayed.

Scenario III considers the situation where the proposed BCFC stadium does not go ahead and the route of the Scheme takes a more direct alignment across Ashton Fields between the Park and Ride site and the Ashton Vale stop.

From the Ashton Vale stop the route continues east towards and then along the Portbury Freight Railway line corridor adjacent to the Ashton Vale Road trading estates before crossing the railway and access road to the Ashton Vale Road trading estates via a new bridge.

The route of the Scheme then passes beneath Ashton Road and continues in a north easterly direction to Ashton Avenue Bridge along the old Bower Ashton

railway corridor.

Works are required to Ashton Avenue Bridge including a proposed cantilevered footbridge to be added to the upstream side of the bridge for pedestrians and cyclists.

The route then curves to the east around the A Bond warehouse to join the existing Bristol Harbour Railway alignment at the junction of Avon Crescent and Cumberland Road.

Eastwards from this point and continuing to Cumberland Road Bridge, the busway would consist of a single guided lane for inbound services running along the alignment of the Bristol Harbour Railway. Railway tracks would be inlaid into the busway to allow seasonal Bristol Harbour Railway services to continue. On these occasions, Rapid Transit inbound services would run on Cumberland Road.

Outbound services would use a new bus lane along Cumberland Road.

Proposed Cantilevered footbridge on Ashton Avenue Bridge

5

Artist impression of Spike Island for the SS Great Britain stop

The Rapid Transit route under Cumberland Road Bridge would be one-way shuttle working with signals due to width restrictions. The existing pedestrian / cycleway is retained.

North of the bridge, the busway would run between the Museum of Bristol and the proposed development


at Wapping Wharf as a short unguided section to a new junction with Wapping Road.

The route across Prince Street Bridge would be guided, both to reduce the impacts on this Grade II listed structure and also assist in enforcing the proposed closureof thebridge to general traffic.Pedestrian and cyclist provision would be retained.

Rapid Transit stops along the Corridor section would be provided at:

Long Ashton Park and Ride;•Ashton Vale;•CREATE Centre;•Spike Island for SS Great Britain; and•Museum of Bristol.•

Provision for a Rapid Transit stop has been made adjacent to the Meridian development at Ashton Gate.

City Centre sectionAfter crossing Prince Street Bridge, the proposed Arnolfini stop would access the harbourside areaof the city centre. The alignment then turns right and commences an anti-clockwise loop of the city centre via The Grove, over Redcliffe Bascule Bridge and along Redcliffe Way towards Temple Meads and then northwards along Temple Way. A stop on Bond Street to the north of Old Market Roundabout will serve Cabot Circus. To the west of St. James’ Barton Roundabout the proposed Broadmead stop would serve the Broadmead area and provide access to the hospital and other key facilities. The alignment would then continue along a new bus lane provided along The Haymarket and Rupert Street that would allow the Scheme to pass existing bus stops.

In Colston Avenue to the east of the Cenotaph, a new bus lane would allow the Scheme to pass existing bus stops. The bus lane would be continued through to Broad Quay, which is already reserved for public transport vehicles. The Centre stop would serve the harbourside and The Centre. Finally, the loop would be completed by the provision of a new bus lane along Prince Street, towards Prince Street Bridge. Rapid Transit stops along the City Centre section would be provided at:

Arnolfini;•Temple Meads;•Cabot Circus;•

Broadmead; and•The Centre.•

Environmental Assessment Topics5. The Environmental Statement (ES) comprises this Non-Technical Summary, Volume 1 (the main ES) Volume 2 (technical appendices) and Volume 3 (figures).Volume1containsdetailsoftheproposalsand the likely environmental effects. A summary of themainfindingsoftheESaresetoutbelow.

PlanningThe current national policy emphasis for transport is to develop a system that meets demands for economic growth whilst reducing transport’s contribution to CO2 emissions. The focus is on improving transport provision on existing routes into urban areas in order to tackle congestion and to provide a reliable alternative mode of transport to the private car for commuter travel.

Regional policy acknowledges that the Bristol area is of strategic economic importance to the South West region and that it is an area of predicted urban growth and expansion. The provision of sustainable transport is seen as strategically important to support the economic success of the area while alternatives to the car are promoted to combat the adverse environmental and economic effects of transport in particularly congestion and CO2 emissions.

Inthelocalpolicycontext,thekeyissuesidentifiedcentre around meeting the demands of population growth whilst tackling transport related problems such as congestion, CO2 emissions and air pollution. The focus of transport policy is to promote alternatives to the car, particularly walking, cycling and public transport.

Illustrative Rapid Transit stop

6


It is considered that the scheme accords with national transport policy and the transport policies contained within the regional, sub-regional and local spatial planning documents, and that the overall contribution of the Scheme towards the objectives ofthosepoliciesisbeneficial.

Air QualityConstruction works have the potential to create dust. Accordingly, during construction the contractor would apply a package of mitigation measures to minimise dust emissions. Any effects would be temporary and relatively short term in duration. The overall impacts during construction are judged to be slight adverse.

During operation, the Scheme would improve local air quality in some locations and worsen local air quality in others. More of the receptor locations assessed would experience improved air quality than worsened air quality as a result of the Scheme.

In terms of air quality impacts on vegetation during operation, the Scheme would have a negligible impact. In particular there would be a negligible change in nitrogen oxides concentrations and nitrogen deposition rates at Ashton Court Site of SpecialScientificInterest.

For the regional air quality, the Scheme during operation would result in small changes in the total emissions of carbon monoxide, hydrocarbons, nitrogen oxides and PM10. In the context of emissions from the whole of Bristol, these impacts are judged to be negligible.

In terms of Greenhouse Gas Emissions, the effects of the Scheme would be negligible.

Cultural HeritageGroundworks associated with the construction of the Schemearegenerallysuperficial,withthecreationof rapid transit stops, and widening of existing road corridors likely to be the most intrusive and have the potential for disturbing possible buried archaeological remains.

There are three main areas where impacts to buried archaeology are a possibility namely: Temple Circus, The Haymarket and Broad Quay / Prince Street roundaboutarea,where significantarchaeology isknown to be present. Potential impacts would be mitigated via a watching brief and implementation of a scheme for archaeological investigation and preservation (to be agreed with the local planning

authority) where relevant.

The Scheme would result in some insignificantchanges to the appearance of some Conservation

Areas within Bristol. However, Conservation Area Consent would be obtained for works proposed within the Bristol Dock Conservation Area. The Scheme would result in changes to the setting of listed buildings along Cumberland Road and within the City Centre section, which would result in a slight adverse effect at the worst affected locations.

The Scheme would require refurbishment and alteration works to Ashton Avenue Bridge, Vauxhall Bridge and Prince Street Bridge, which are Grade II listed structures. Listed Building Consent would be obtained for all three bridges prior to the commencement of works which would have to be carried out in accordance with conditions imposed by those consents. The effects of the Scheme on the structures would be mitigated through archaeological building recording.

Landscape/Townscape and Visual EffectsThe complex and historic landscapes around Cumberland Basin, the New Cut and the Floating Harbour would potentially lose some of their small scale historic features. The route of the Scheme and the Rapid Transit vehicles would also be introduced into the townscape. Existing transport routes and infrastructure would be utilised by the Scheme where possible.

The City Centre townscape is one where public transport elements already feature and changes as aresultof theSchemewouldthereforefitwithinthe existing character.

The urban context means that there are a large number of locations that would experience a change in view. Some of these views are direct and in close

Artist Impression of the CREATE Stop

7


proximity; others more distant or where the Scheme forms part of a wider view. The urban context also means that there is little scope to provide screening of any effects.

The Scheme would have a moderate adverse effect on the landscape character within the Corridor section and a slight adverse effect within the City Centre section.

The urban fringe area to the west of Bristol is affected to a greater extent as the Scheme would introduce new transport infrastructure to the character of the area.

Nature ConservationThere are several statutory and non-statutory nature conservation sites that may be affected by the Scheme.Theecologicalfieldsurveysrecordedthefollowing important habitat types within the route of the proposed Scheme: semi-improved grassland; marshy grassland; watercourse and drainage channels; scrub; individual trees; and hedgerow. Detailed species surveys have been undertaken for: great crested newts; bats; badgers; reptiles; dormice; otters; water voles; and terrestrial invertebrates.

The ecological interest of the route of the Scheme has been assessed as being between Local and County value.

Protected species within and adjacent to the Scheme, such as bats and reptiles, are generally assessed as of being of Local value, with the presence of a rare speciesofsoldierflyuptoRegionalvalue.

Impacts include those relating to loss and fragmentation of habitats and disturbance and harm to protected species, both during construction and operational phases.

Construction activities would be controlled by a Construction Environmental Management Plan (CEMP), which would be implemented by the contractor and would prevent damage to protected species and retained habitats.

The Scheme design has (where possible) included mitigation for habitats and species, such as the use of bridges over watercourses, the limited use of additional lighting, linear tree and shrub planting and habitat enhancements. Mitigation for protected species includes translocation of reptiles and appropriate construction lighting and roost sites

for bats and with the loss and disturbance to two potential bat roosts subject to a Natural England European Protected Species Licence application. Management to deliver long-term protection of featuresandmaximisethewildlifebenefitsoftheopen areas within the site would be undertaken for an agreed period of time.

Overall, provided that the mitigation measures are implemented, the Scheme would avoid, mitigate or compensate for potentially significant adverseimpacts over the long-term.

NoiseThere are likely to be some temporary noise impacts adjacent to the Scheme during construction. The duration of construction at these locations would be relatively short in comparison with the total duration of the construction programme.

During the operation phase, the majority of the dwellings and other sensitive locations considered would experience a range between a slight reduction to a moderate increase in noise as a result of the Scheme.

The detailed noise assessments indicate that, without mitigation, noise increases of 5dB(A) LA10,18hrs and over (i.e. a significant adverseeffect) are only predicted at dwellings close to the Scheme that either are not close to existing major roads (such as those on Silbury Road at Ashton Vale), or those which do not have a direct line of sight to an existing major road (such as those set back from Cumberland Road at Princes Wharf).

Provision of a 2m tall noise barrier along the section of the route adjacent to Silbury Road would reduce noise increases at the Silbury Road dwellings to 3dB(A) LA10,18hrs or less (a level which is considered to be a minor adverse impact). However, the dwellings overlooking Princes Wharf areelevatedsignificantlyabovetheScheme,andinthis situation noise barriers would be ineffective as they do not break the line of sight to the elevated receptors.

It is not anticipated that any dwellings would be eligible for an offer of noise insulation under the Noise Insulation Regulations (Railways and Other Guided Transport Systems) 1996.

Nosignificanteffectwouldoccurtoanydwellingsand other sensitive receptors for permanent vibration impacts.

8


Water ResourcesDuring construction, the potential impacts on the water environment would be mitigated through the compliance with planning conditions and the correct application of the CEMP and a Materials Management Plan, which would form part of the CEMP, by the contractor.

The City Centre route would drain via the existing highway drainage network although some minor re-engineering of existing drains may be required. Dischargeisnotanticipatedtochangesignificantlywithin these sections.

The Corridor section runs predominantly along new infrastructure, crossing three main watercourses, running adjacent to one watercourse, and across a minor (secondary) aquifer. Drainage has been designed for the purpose of mitigating floodingimpacts, comprising predominantly discharge to groundwater via drainage strips and grassed swales / ditches. Where necessary, positive drainage would be linked to the existing drainage network, in order to prevent the build up of surface water on the route.

Althoughasmallnumberofrisksareidentifiedwithregard to the water environment, it is considered that where they arise, they are acceptable in the context of the Scheme and can be mitigated through environmental management practices. The effect of the Scheme on water resource is assessed as neutral.

Flood ConsequencesWhere feasible, drainage would replicate existing patterns by being re-infiltrated to ground usingswalesandinfiltration.Wherepositivesystemsarerequired because of impermeable ground or possible pollutionrisks,e.g.acrosstheformerlandfillsitein Ashton Fields, the discharges would be balanced to green field rates and additional flood storagevolumes provided.

TheSchemewouldnotincreasefloodingalongtherouteand,inmanycases,theriskoffloodingintheareas would stay the same or would be improved.

The majority of the route of the Scheme has a good levelofprotectionagainstflooding.Wheretherouteruns along the Bristol Harbour Railway, adjacent to the New Cut, the probability of the scheme being floodedisgreater.ThereforeaFloodManagementPlan would be developed for the Scheme for the short period (up to 3 hrs) near peak extreme tides

when the route would be flooded. This wouldinclude checking and clearing the route of debris for running of services to resume.

The remaining sections of the route would be constructed at levels which provide at least a 1 in 100yearprotectionfromfluvialorcombinedfluvial/ tidal events. The route may be subject to localised ponding or shallow flooding from surface waterduringfluvialevents,butthesewouldbeshortlivedand in line with the standard of the existing surface water and highway drainage systems.

Socio-economicsThe Scheme is strategically aligned to local, regional and national policies relating to sustainable economic development and improving accessibility to employment and education opportunities in order to encourage / deliver economic growth.

The Scheme is expected to have an overall positive socio-economic impact. After the short-term disruption caused during the construction phase, the Scheme would make Bristol City Centre and the employment, education, training, retail and leisure opportunities available there, more accessible to people living across the catchment area of the Scheme.

The Scheme should have a positive impact on the image and perception of the area it serves and could boost land values across the corridor as well as help attract inward investment. In terms of jobs, the netadditionalemploymentcreationbenefitsoftheScheme are expected to be marginally positive.

Ground ConditionsDuring construction, potential effects would be mitigated through appropriate site health and safety practices and through the correct application of the CEMP by the contractor.

During operation, a small number of potentially significantrisksareidentifiedasaresultofthereuseof potentially contaminated material within the Scheme. Following mitigation, in the form of the Materials Management Plan that would form part of the CEMP, the effects are reduced to neutral.

Overall the Scheme would have a neutral effect on ground conditions.

Transport and AccessThe Scheme would enhance travel choice on this corridor and help persuade the use of more

9


this corridor and help persuade the use of more sustainable travel choices.

The Scheme would positively influence travelpatterns by attracting patronage from other modes to this new corridor whilst having a negligible effect on the operation of the congested highway network in future years, especially in the central area. Thesignificanthighway influencesaretheclosureofPrinceStreetBridgetogeneraltrafficaspartofthe Scheme, as well as small reductions in highway width and small reductions in capacity resulting from extensions to, and widening of, bus lanes.

The Scheme delivers substantial improvement to public transport infrastructure, passenger comfort, frequency and reliability and is predicted to attract significant levels of new passengers for the rapidtransit as well as other public transport services enhanced by the Scheme.

appropriate sections of the ES and no further effects havebeenidentifiedthatrequireassessment.

Areviewhasbeencarriedoutofsignificantplanningapplications in the vicinity of the Scheme.

Transport impacts of the Scheme have been assessed using a transport land use model which makes provision for the allocated development sitesandincludesthetrafficgeneratedbythemonthe transport network.

No significant adverse impacts arising fromcumulativeeffectshavebeenidentified.

Construction management1. The Scheme would take approximately 2 years to construct, with construction due to start in 2012.

Construction activity would be covered by a Code of Construction Practice (CoCP) and a Construction Environmental Management Plan (CEMP) developed for the Scheme. Both the CoCP and CEMP would be developed by the Contractor in consultation with the relevant authorities, and included in the construction contract.

The implementation of the CoCP and CEMP would help to reduce the impact of the Scheme during construction.

Associated benefits of the scheme include asignificant reduction in traffic levels around thePrince Street Bridge area including Prince Street, The Grove and Redcliffe Way which could release the potential for a related enhancement in the public realm for pedestrians and cyclists in this area. Improvements in the infrastructure for pedestrians and cyclists are included along key sections of the route of the Scheme.

Interactions and Cumulative EffectsThis part of the ES considers key interactions between environmental topics, such as the effect of increased traffic on noise. It also assesses thecumulative effects – these are the combined effects on the environment of the Scheme and other proposed developments in the surrounding area.

In general, interactive effects are addressed in the

Example of corridor guided section with green central strip

10


What Happens Next?1. Your ViewsThe Environmental Statement, of which this non-technical summary forms one part, will be considered by the Secretary of State in his consideration of the TWAO Application. Objections, expressions of support and other representations on the application can be made in writing to the Secretary of State for Transport within a period expiring 42 days after the submission of the application.

Any such objections to, or other representations about, the proposals should be sent to:

Secretary of State for TransportDepartment for Transportc/o Transport and Works Act Orders UnitZone 1/31Great Minster House76 Marsham StreetLondon, SW1P 4DR

If objections to the application are made then a Public Inquiry is likely to be held. The following is an outline of the anticipated Order programme with estimated dates:

TWAO Application with ES – June 2010;•Potential Public Inquiry – January 2011;•Secretary of State’s Decision – 2011;•Construction Period – 2012 to 2014; •Scheme Opening – 2014.•

The actual dates for these actions are, however, matters for the Secretary of State and the Inspector and may be different from the dates indicated here. The environmental effects summarised in this document may be raised at the Inquiry. After the Inquiry the presiding Inspector will prepare a report advising the Secretary of State on the implications of the scheme including its environmental effects.

If the TWAO is granted BCC and NSC will continue to identify how, through design and construction methods,anypredictedadverseeffects identifiedwithin the ES might be further reduced.

HowcanIfindoutmore?Copies of all the application documents are available for public inspection at the following locations:

Bristol Central Library, College Green, Bristol, •BS1 5TL;Nailsea Library, Somerset Square, Nailsea, BS48 •1RQ;

Marksbury Road Library, Marksbury Road, •Bedminster, Bristol, BS3 5LG;Bedminster Library, 4 St Peter’s Court, •Bedminster Parade, Bristol, BS3 4AQ;Long Ashton Library, Lovelinch Gardens, Long •Ashton, BS41 9AH;Clevedon Library, 37 Old Church Road, Clevedon, •BS21 6NN;Western-super-Mare Town Hall, Walliscote Grove •Road, Western-super-Mare, BS23 1UJ; andB Bond-Public Search Room, B Bond Warehouse, •Smeaton Road, Bristol, BS1 6XN.

Information on where to view or obtain the ES documentation can be sought from Bristol City Council Major Projects Team at the details given below.

A charge may be made to cover part of the production costs.

The application documents can also be viewed on the West of England Partnership website at www.travelplus.org.uk. This site includes details of the scheme and allows a number of the application documents and other information to be viewed electronically in pdf format.

Organisations and members of the public seeking information on the scheme or general comments and queries, in the first instance, should addresstheir enquiries to:

Bristol City Council Major Projects TeamWilder HouseWilder StreetBristolBS2 8PHEmail: [email protected]

If you would like this information in a different format, for example Braille, audiotape, large print or computer disc, or community languages, please contactWestofEnglandPartnershipoffice.Bristol City Council Major Projects TeamWilder HouseWilder StreetBristolBS2 8PH

11

Ashton Vale to Temple Meads and Bristol City Centre Rapid ... non-technical sum… · Council,...

Documents

Transcript of Ashton Vale to Temple Meads and Bristol City Centre Rapid ... non-technical sum… · Council,...