Whatever isn't happening at Temple Meads?

Charlie Bolton's current petition (please sign it!) calling for direct bus links through Bedminster to Temple Meads, prompts a review of where we've got to on the need for a multimodal transport hub at the city's main station  instead of the tinpot links that we have now.

On Tuesday, Bristol's Cabinet is poised to give the nod to spending £21 million on improving transport access to, and within, the Temple Quarter Enterprise Zone around the station. Well, Tuesday's Mardi Gras, isn't it? Spend it now, and pay back later..... from the expected business rates raised in the Zone. Same formula as the Arena.

This transport spend includes:  

• straightening out Temple Gate/Temple Circus. At £11 million, this takes up the bulk of the cash. As it will leave a smaller road footprint, some development land should be released too.
• A bit more (£6 million) goes toward access to the Arena site, 'to make the site more attractive to potential development', presumably the offices/apartments that are required to offset some of the Arena costs.
• The remaining £4m chunk goes to 'improved cycling and walking infrastructure on key routes in and through the TQEZ, sustainably linking residents with job opportunities'. This appears to include some unexpected but welcome projects like (at last) a cycle route along the Callington Road Link and, odder still, the Conham Riverside bike route.

But it doesn't include a multi-modal transport hub

A Temple Meads public transport hub has surfaced occasionally in the politicians' rhetoric for years. Only the Greens have made it a priority. But now that the high spending, low benefit prestige projects - especially the Arena and the Metrobus - have been pushed through, can't we look at something that really would bring about a step-change in the quality of the city's public transport network?
Despite all the half-promises, NEVER has the Bristol administration come up with a clear proposal, or even an outline brief, for what an interchange should provide.

So let me float one....

The Objective:

Overall, to make travel quicker and easier for all.

In particular, to provide a public transport system that is good enough to tempt significant numbers to choose not to use cars – thus freeing up road space for all travellers

The problem:

Every journey by public transport involves waiting time – and many trips involve transfer time from one mode or route to another. By and large, these things are done under sufferance. They're not a good use of time, and bus stops or station platforms are none too welcoming. There's the weather; often the darkness and insecurity; the doubt about when or whether a bus will turn up; and for many ongoing trips, a walk between the relevant stops and the doubt about which is the best one to use.

Of course these discomforts aren't the only downside of using public transport, but together they're a very big one – and until they're alleviated public transport is going to be second choice to the car for most of those travellers who have the choice.

The Answer:
That's where an interchange comes in, because it tackles all these problems head on. It cuts journey times by much more, and for many more travellers, than any Metrobus route could hope for.   And it does it efficiently, comfortably, and safely.

Here I float my own idea about what the minimum on offer at the TM Hub should be: 

• Public transport (bus, train, or ferry) to all parts of Bristol, daytime and evening.
• A single covered, enclosed, waiting area with seating, within one minute of bus pick-up, three minutes of trains or ferry
• Real time information displays for all servicesTicket sales (all modes) before boarding 
• Good access on foot or by bike, with traffic-free signed access toward Arena, Bedminster, Brunel Mile, Castle Park, Railway path, St Philips cycleway 
• Toilets

Those are absolute minima; highly desirable additions would be:

• Public transport to outlying areas, not just those served by rail, eg Clevedon, Thornbury, Wells/Radstock.
• Retail, refreshments and other amenity on-site
• bike hire and storage
• Left luggage
• Wi-fi
• a dedicated and very frequent service to the Centre and Broadmead

Would it work?

Who knows... the psychological bond between driver and car is very hard to break. But an interchange of this quality would certainly do the job to an order many times better than any other single project.

Is it do-able?

The space is there. Plot 6, alongside the Old Station, is ideally placed (though rail electrification looks like it will need two further tracks, either adjoining or through it). There's also the cleared space around Bristol and Exeter House, and (less viable) around the derelict shell of the Royal Mail building. All of these, individually or in combination, have the potential to provide a real hub. All are that rare thing in a city centre, undeveloped sites. And all are part of the Enterprise Zone, enabling a joined-up development plan that can – if the will is there - provide joined-up transport.

Who's involved?

Principally, the West of England Local Enterprise Partnership (self-appointed business reps and local authority nominees, including our own dear Mayor), along with Network Rail. The HCA own part of the land, too. Note that redevelopment of the station itself will be a Network Rail task; it will be major, involving new public access beneath the station, and a new concourse. Although all these bodies have public responsibilities, the public themselves are not a party to the plans.

Will they do it?

The broad intention is enshrined in the official planning frameworks.
The Central Area Plan (p40) promises:

The development of sites adjacent to Temple Meads Station will be expected to deliver improved public transport interchange facilities and new and enhanced walking / cycle routes as part of the development of Bristol Temple Quarter.

7.14 The precise location and type of interchange facilities that will be sought will be explored in more detail in the Spatial Framework being prepared for Bristol Temple Quarter. It is likely however that the development of the sites adjoining the station to the north will be required to accommodate this enhanced interchange function. Facilities will need to be fully accessible. “ 
The Spatial Framework that excerpt refers to is (as customary in such documents) quite flowery in its description (p35):

A 21^st Century transport interchange at the heart of a regenerated mixed use quarter. A destination, where people can meet their travelling needs, move easily and conveniently between transport modes and connect with the city centre and surrounding neighbourhoods.

And in the West of England's 'GVA of Major Transport Schemes' commissioned from Atkins, there's the advice (p35):

“...... given the large numbers of people commuting in future to Temple Quarter, a step change in the capacity of bus provision to the area will be required. This will require new services, with high frequencies and high levels of capacity, to address the access requirements of the area. Failure to deliver major improvements to bus access will substantially constrain the ability to unlock the development potential of the Enterprise Zone. “

The 'Simplified Planning Document' sums it all up (p2):

'At the heart of the zone will be a transformed multi-modal interchange at Temple Meads'

  

You'd think from all this that a major transport interchange at Temple Meads is a done deal.

You'd think it would go into the Enterprise Zone's infrastructure from the start, to be ready for the incoming workers. 

And you'd think that even before employers move in, the demand is there from the city's rail and bus passengers wanting a seamless journey.

So how come it's missing from the Cabinet's agenda on Tuesday?

Doubting Tessa

Tessa Coombes, until recently the Director of Marketing, Membership and Policy at Business West, has started her own blog, subtitled "policy & politics blog with a focus on place".  

 

She kicks off with a nicely balanced piece "The South Bristol Link – A Road to Nowhere?", about a project that, on behalf of her employers, she used to champion. 

In fact the name 'South Bristol Link' is attributable to Tessa, who advised in an internal 2006 briefing (now sadly removed from the Business West website) about what was then called the South Bristol Ring Road:

"Think about a new name for the road – it has a serious image problem! South Bristol Link Road, Bedminster Bypass – anything to get away from the idea of a ring road – “ring roads take people through places, not to them”.

The advice was heeded; even the word 'road' was removed from the project. On the ground, though, the road signs weren't changed. Now, the new road is even named in the North Somerset / Bristol joint working agreement as the 'SOUTH BRISTOL BUS LINK', although well under 1% of its users will be using buses or more sustainable transport.

On its present course, the Ring Road follows a circuitous line by way of the Parson Street gyratory and Winterstoke Road before it releases its load onto the A370, north towards the Portway or southwest into Somerset.   At its eastern end, the options are east on the A4 to Bath or continuing round the Avon Ring Road, or north to the St Philips Causeway for the M32 and the M4.

If the SBL is built, ring road traffic might get through South Bristol a few seconds quicker, and there'll be more of it. But it will still be a Ring Road.

........

The same Business West briefing acknowledged the lack of evidence for a new road doing anything to improve business development in South Bristol:

"The argument for the ring road suggests it will have a beneficial impact in access to existing employment sites (and may even open up new). If this is the case then these need to be clearly identified. If Cater Road and Hawkfield Business Parks will benefit, where is the evidence? Need facts and figures to support the economic development arguments particularly as more recent evidence on new road provision would not support this case.”

7 years later, and free to express a view outside Business West, Tessa still has doubts on this score:

“Only time will tell whether or not such a road will create jobs and encourage business to locate in the area, but all my instincts tell me that providing improved road access to South Bristol is only a very minor part of the problem. Businesses will still not locate there if the office/business space is not attractive, the right skills are not available locally and the local environment doesn’t provide what their staff need. “

Surely, the business lobby should be making that case – the new road is an expensive, damaging, irrelevancy.

Pearls from the Link

The mass of documents published as part of the planning application to build the South Bristol Link must baffle most of us who want to submit an informed comment. And every day it's being added to with more letters of support or objection. I've just put my own objection in; they're still being accepted.

To ease the burden, the links below are for the key 'Transport Assessment', which is part of the Environment Assessment and unhelpfully scattered in bits randomly around the official documents list.

Part 1 (there's an index in this one – after that you're on your own)

Part 2

Part 3

Part 4

Part 5

Part 6

Especially illuminating are the predicted peak hour traffic flows – demonstrating, for instance, that once the road-builders have gone, residents of quiet, leafy King Georges Road will get over a thousand vehicles passing through in the morning rush. Not to mention those three (yes, THREE) passengers shared between half a dozen spanking new Metrobuses.

Still, every cloud..... Over at Barrow Gurney, they already get a thousand vehicles through in the morning peak, so they're naturally very keen to see the new road built. As one resident says,

"Villages like Barrow Gurney have been severely damaged with both the buildings and the community smashed by increasing traffic levels. In places the carriageway is only 14 feet wide with stone walls and no pavement but cars expect to be able to pass each other irrespective of any villagers trying to access village amenities such as the pub, village hall, playground and shop as well as visit friends. It is an attractive village with most of the houses in the centre listed but this narrow winding road carries around 15,000 cars a day, every day with no respite at weekends and bank holidays. The children and old people in the village need to be able to walk in safety but cars make no concession for pedestrians. The last village appraisal revealed that 15% of residents had been struck by cars in the village centre so it is not surprising that 85% of villagers felt unsafe walking in the village. Such a situation is unacceptable.”

The SBL predictions suggest that the traffic along Barrow Lane will be halved when the new link opens. Only a partial solution, then - maybe only 7.5% of residents will be struck by cars.   Still, there's at least one of the offending drivers who's conscience stricken - and looks forward to a clearer run. He writes:

“I write as a North Somerset resident, as a chartered civil engineer and transport planner, and as Chairman of Bristol Chamber of Commerce's Transport Group, which I represent on the Mayor of Bristol's Transport Advisers Panel.

I moved to Bristol in 1984. At the time, the construction of the road that is now known as the South Bristol Link was part of the strategic plan for the area. I believed then, and continue to believe, that the construction of the road will be of major benefit, both by improving access to the communities in South Bristol and by providing a bypass to remove through traffic from Barrow Gurney.

I moved to Wrington in 1987. Since then, for 23 of the intervening years, I have commuted to Bristol via the A38, through Barrow Gurney and along the Long Ashton Bypass. Despite peak period hold ups in Barrow Gurney, this is the quickest route between home and work and takes my journey past fewer homes than any other option, meaning that my commute causes the least nuisance to others. That same route is preferred for many journeys between Bristol Airport and Bristol. Consequently, with increased air travel, it has become steadily busier and the traffic on it must cause significant harm to the quality of life of residents in Barrow Gurney.

I wish to express my wholehearted support for the scheme both because of my self interest, in that it will improve my journey to work, and because it will provide so many wider benefits for North Somerset and south Bristol.”

Now there's a saint! Wherever would we be without transport planners like this?