Member & Public Forum

Transcription

1 Agenda item 3 West of England Joint Transport Board 12 September 2014 Member & Public Forum Notice has been given for the following representations: Statements ITEM 1: David Redgewell on behalf of South West Transport Network on MetroBus, MetroWest, subsidised bus services, train and bus services in the south west ITEM 2: Christina Biggs on behalf of Friends of Suburban Bristol Railways regarding MetroWest Pages John Malyckyj Place & Infrastructure Support Officer

2 South West Transport Network Statement for South Gloucestershire Transport Committee on 3 September West of England Scrutiny Committee on 8 September South Gloucestershire Planning Committee on 9 September West of England Transport Board on 12 September MetroBus North-South Route and Integration MetroBus is and can only be successful as a fully integrated part of the MetroWest travel system. This means that no part of the scheme should be devised or considered as an end in itself, nor as a standalone project. At this juncture there seems to be evidence that integration is not at the forefront of the MetroBus plans. As an example we quote the issue of the UWE bus station which is not specifically included in the current plan and indeed which is likely to move to Gate One of the UWE site during the construction phase of the MetroBus, thereby making it entirely inaccessible from the Metro Network (with obvious implications for connectivity with both the Greater Bristol Bus network and MegaBus services). Because UWE is a major funder and specifier of services across the northern and eastern sectors of the city region this should make connectivity through its bus station a vital component of any integrated transport plan. There are two obvious hub and spoke interchanges in MetroBus s northern sector: these are Cribbs Causeway, Bristol Parkway and UWE. And of these, only UWE is the hub of a separately funded public network. It is very urgent that consultations take place between the South Gloucestershire Transport Committee and the West of England Scrutiny Committee and the University of the West of England over the design and layout of the MetroBus network around its campus. South West Transport Network Statement Page 1 of 6 1

3 South West Transport Network Statement for South Gloucestershire Transport Committee on 3 September West of England Scrutiny Committee on 8 September South Gloucestershire Planning Committee on 9 September West of England Transport Board on 12 September In recent weeks we have already seen the withdrawal of a number of services in north Bristol as a result of reconfiguration of the funding arrangements between UWE and Bristol City Council. UWE is and will remain a major determinant in the shape and focus of passenger journeys in the northern sector of Greater Bristol. As we have said in the opening paragraph, the current plan shows MetroBus stops on either side of Coldharbour Lane with no indication of how connection is supposed to be made even with the current bus station. The pavements into the UWE site are not wide enough for wheelchair access and the distances are frankly unworkable. This does not appear to be equalities compliant in any shape or form. We are grateful for the work which has been done to make other stops on the route accessible: Emerson s Green, Bradley Stoke, Aztec West and Bristol Parkway. At Cribbs Causeway there are also discussions about re-siting the bus station, which again will have implications for MetroBus and its vital extensions to Henbury station and Filton North station linking to MetroWest services, as well as the huge new housing development at Charlton Hayes. The important hubs for the south of the city region, balancing those in the north, are Whitchurch (South Bristol Hospital and Skill Centre), Parson Street railway station, Bedminster East Street/Bedminster station, Bristol city centre, Bristol Bus Station (the interchange here is in serious need of reconsideration and redesign), Bristol Temple Meads and Bristol Airport. A future option would be to add an interchange point at Eastgate, especially South West Transport Network Statement Page 2 of 6 2

4 South West Transport Network Statement for South Gloucestershire Transport Committee on 3 September West of England Scrutiny Committee on 8 September South Gloucestershire Planning Committee on 9 September West of England Transport Board on 12 September since it is likely that the MetroBus fleet may be based at a rebuilt Muller Road depot. Unlike other MetroBus/BRT-Metro projects, Greater Bristol has uniquely not identified any operating partners. This adds to the difficulty of ensuring that full integration takes place between MetroBus and the background bus network, the local rail network, the harbour ferries and intercity bus and rail services. If the network is not planned together, there is a danger of what is termed revenue extraction, meaning that commercially vulnerable services end up falling into the category of requiring subsidy because the bulk of the passenger revenue is going to the highly visible flagship routes. With budgets so tight and routes already being cut, this is likely to mean that there will be network casualties. Route, service and ticketing integration with MetroBus will help to ensure that what we are doing is generating additional journeys as new route options become available, Until contracts are signed with First Group, RAPT, National Express, Wessex and A Bus, it will be difficult to order new hybrid vehicles, to plan works and expansions to depots, such as Muller Road and Yate. Planning of services is also dependent on the appointment of one or more operators through a quality partnership. At the same time, and for similar reasons, the West of England Office urgently needs to appoint a director of surface access to ensure that the detail of bus operations (as opposed to highway engineering) is specified and managed. South West Transport Network Statement Page 3 of 6 3

5 South West Transport Network Statement for South Gloucestershire Transport Committee on 3 September West of England Scrutiny Committee on 8 September South Gloucestershire Planning Committee on 9 September West of England Transport Board on 12 September On the issue of transport security the current scheme is light on CCTV bus lane enforcement, revenue protection officers and policing. This is an issue which should be discussed with the British Transport Police and Avon and Somerset Police. The Metro projects in Glasgow, Manchester and Birmingham have all been developed in conjunction with BTP and the local police forces and have a focus on revenue protection and security. Maintenance of bus shelters and other infrastructure is also in issue of concern, especially since existing bus shelters in the Gloucester Road and Kingswood areas of South Gloucestershire are still not being maintained. A maintenance contract needs to be budgeted and planned at this stage. Perhaps the major problem with the scheme remains the bridge across the M32. This will be one of the most visible and high-profile elements in the whole project and as such will have a major impact on how it is perceived across the city. It is also one of the most costly elements of the whole project and has serious funding implications. At the moment it appears that this is more an engineer s scheme than a part of a truly integrated system. Our biggest concern is that the bridge does not appear to connect with the UWE bus station (either in its current position or in the likely site of the new bus station which is more than a mile away near Gate One!). The distances are too difficult for able-bodied people, let alone disabled travellers. In fact the route (which involves a loop across the motorway) seems to offer little advantage over the alternative route via Junction One South West Transport Network Statement Page 4 of 6 4

6 South West Transport Network Statement for South Gloucestershire Transport Committee on 3 September West of England Scrutiny Committee on 8 September South Gloucestershire Planning Committee on 9 September West of England Transport Board on 12 September and the Avon Ring road, which has the advantage of direct access to Gate One at UWE where we believe the bus station will be sited. In addition, there is already a Two Plus lane in operation for the entire section of the Avon Ring Road between Junction One and Gate One which could easily be converted into a bus and coach lane (or combined). This issue will clearly need to be sorted out between the West of England Transport Board and the University of the West of England as there will certainly be interest in parliament about the application of funds if connectivity is not achieved. This is especially so since the University is one of the major traffic generators for the project. In addition, there is the matter of public perception, and if the bridge does not deliver rapid transit into the university and buses are still stuck in congestion on Stoke Lane, this could damage the rest of what is an essential project for Greater Bristol s transport future. At a time of cutbacks in bus services, the public are acutely aware of the need for value for money in public transport expenditure. There are still questions about whether this element of the project is designed well enough to justify its place in the MetroBus project, and indeed whether it is likely to delay journeys between Bradley Stoke and the City whilst buses negotiate the roads through UWE. This point really does need clarification. As one of the major supporters of the project we need to be assured that this high-cost element is really justified and part of a coherent plan involving access to a hub at UWE. South West Transport Network Statement Page 5 of 6 5

7 South West Transport Network Statement for South Gloucestershire Transport Committee on 3 September West of England Scrutiny Committee on 8 September South Gloucestershire Planning Committee on 9 September West of England Transport Board on 12 September David Redgewell South West Transport Network Tel South West Transport Network Statement Page 6 of 6 6

8 North Fringe to Centre MetroBus plans Application No 14/01187/FB Drawing Number Comment NFH-PA This is highly over-engineered (presumably on the basis of the widely disputed and now unlikely to be realised Park and Ride facilities which do not have the mayor's support), and is probably unnecessary. The environmental impact on the approach to Bristol (facing Stoke Park) including the addition of a bus priority lane down Stoke Lane, necessitating significant road widening and tree-felling, needs to be given much greater weight. Surely there is a better option to add bus priority lanes to the existing ring road and at the junction onto and off the M32. This would be the preferred option. An alternative would be to build two simple on-off-ramps between Stoke Lane and the M32. However, there may be other drawbacks to this option, including the purchase of good agricultural land from the Elm Tree Farm Trust, the destruction of the recently planted (i.e. post 80s) noise-break on the Stoke Park side and the question of whether a three-minute benefit in journey-time saving can justify any extra road building. In addition, the overall project needs to be delivered efficiently and effectively, and we need to be cautious about over-specifying individual (and peripheral) aspects of the whole route. (See attached letter to Kerry McCarthy MP dated 23 July 2014) No reference There is no reference to any interchange at Eastgate. In terms of connectivity with coach services, Megabus and city bus routes, this seems to be something of a missed opportunity. Furthermore, the plan to base the MetroBus depot at Muller Road would make this an ideal point for driver transfers and vehicle exchange. The MetroBus route does not go via the Eastgate Centre. The bus priority measures on the M32 would not be utilised. 7

9 NFH-PA and NFH-PA The bus stops on Bond Street are not close enough to each other. In particular, the out-bound stop needs to be much closer to the St James Barton roundabout (presumably outside the Holiday Inn), giving reasonable access to the new crossings by the roundabout and the underpass and on to the Bus and Coach station. Assuming that there is good reason why the MetroBus cannot use any of the stops on the Haymarket, outside the Beefeater, this is the only stop which gives any reasonable access to the Bus station, which is surely a must for MetroBus. In Fareham, Gosport and Swansea, the MetroBuses all run through the bus stations. Noted, we are looking into utilising the existing bus stop layby, we are unable to use the previous layby near the Holiday Inn due to planning conditions and access to the hotel. The Haymarket bus stops are already over capacity and we could not allow the MetroBus services to stop there. The bus stops near Whitefriars offer good connectivity to the bus station, like the proposed location. NFH-PA The bus stops on Lewins Mead offer little connectivity, and need to be checked for disabled access (drop kerbs etc). The bus stops provide good connectivity to the bus station, Nelson Street and lower Broadmead. Full disabled access is available. NFH-PA and NFH-PA The bus stops here are well positioned. We presume that they will be fully upgraded and that there will be clearly marked interchange options with services to Clifton, Avonmouth, Henbury, Westbury-on-Trym, Cribbs Causeway, Nailsea, Westonsuper-Mare, Clevedon and Portishead, Bath, Keynsham and Bristol Airport. Ferry services and taxi stands also need to be identified in the interchange information and properly signposted. The Megabus stop needs to be moved to a better position. Perhaps using the bus stop by car park (with convenient turning circle), or the redundant stop opposite the bus station. There will be interchange information provided in the central area and the main taxi rank is going to be located within 30m of the MetroBus stops. Megabus stop has been noted, we are currently developing a city centre QPS where this can be investigated, however the current location offers good connectivity to the city centre. 8

10 NFH-PA The pavements need to be adjusted, to include drop kerbs and access points. The stops have good access to Pero s Bridge and the Harbourside. Access points will be included. NFH-PA Because this is the effective interchange point between the two MetroBus routes, safe, easy road crossing and drop kerbs need to be prioritised here. Otherwise the positioning looks fine. The existing pedestrian crossing on the brow of the hill provides good access to both bus stops. NFH-PA and NFH-PA Noted. Pavements on both sides of the road need to be made accessible for wheelchair users (including the section in the covered Wills arcade). NFH-PA and NFH-PA The route here needs to be altered to use Dalby Avenue on both southbound and northbound services, thereby giving access to MetroWest services at Bedminster station whilst providing a reasonable level of access to East Street shops. The interchange needs to be disabled accessible and must be well signposted with walking routes clearly identified. The northbound stop should be included within the redevelopment of St Catherine's Place, and there is opportunity to develop land on the southbound side adjacent to Bedminster station. East Street is a bus priority route and acts as a gyratory with Dalby Avenue. If the route is amended to serve Dalby Avenue in both directions we would not be able to provide any bus priority measures to inbound buses. NFH-PA Noted, see above. The stop on East Street will not be necessary if the service is routed via Dalby Avenue (see above). NFH-PA , NFH-PA and NFH-PA Bus stops need to be balanced. There is a "missing" northbound stop on West Street (which if placed near the southbound stop near junction with Sheene Road would provide good access to shopping at the west end of East Street). Another stop should also be considered somewhere on West Street for northbound travel, perhaps using an upgraded 9

11 existing bus stop near the end of Chessel Street. The bus stop on West Street outside the Job Centre is paired with East Street so that passengers can utilise bus stop at the northern end of East Street. An additional bus stop on West Street has been noted and we will investigate. NFH-PA Both stops need to be adjacent to Parson Street station for interchange with MetroWest rail services to Weston-super-Mare, Taunton, Portishead, Bath and the North. Parson Street station itself needs to be made fully disabled accessible as do the interchange bus stops. Unfortunately there are no suitable locations to provide an outbound bus stop closer to the railway station. The current stop locations have good connectivity with the pedestrian crossing facilities available between the stops. NFH-PA , NFH-PA and NFH-PA and NFH-PA Noted, trip chain audit being undertaken. Stops here need to be made disabled accessible with necessary pavement works. NFH-PA Stops need to be added on Creswicke Road, upgrading existing stops and ensuring disabled accessibility. The MetroBus services are limited stop services and therefore cannot serve all stops along the route. NFH-PA and NFH-PA Noted. Stops and pavements to be made disabled accessible. NFH-PA Additional shelters are required at South Bristol Hospital interchange. Also an additional stop should be considered at South Bristol College Skills Centre. Provision needs to be made for integration with the B&NES Rapid Bus Link to Whitchurch, Stockwood and Keynsham, and with local bus services to Hartcliffe, Withywood and Whitchurch Village. Stopping options are being considered. The BANES bus service mentioned above has been put forward as an option for the s106 monies from the Sommerdale development, as yet there are no details as to whether this will be implemented. Noted. South West Transport Network 30 May

12 Submission from South West Transport Network for Metro Metro Bus Integration and Consutation We welcome the alterations to the Metro Bus scheme for the alternative route between Temple Meads and Ashton Gate which allows the Harbour Railway between M Shed, Wapping Wharf and Ashton Swing Bridge to be saved for future Metro Rail use (perhaps with Tram-Train operation). However, several key issues are not resolved in the current plans. Perhaps the most significant of these is the integration of the Metro Bus network with the Metro Rail and local bus systems. The Ashton to Temple Meads section of the Metro Bus routing appears to have no plans for an interchange with the proposed new rail station at Ashton Gate, despite the fact that the routing passes directly next to the site of the proposed station. This would be a glaring omission were the project to go ahead without creating an interchange allowing access to and from the Portishead line as well as providing a useful through connection to services travelling beyond Temple Meads. There also needs to be an interchange with local buses on the A37 which crosses over the station site. Beyond Ashton Gate the onward routing towards Nailsea, Clevedon and Weston-super-Mare needs to be clarified. We also need assurances that Metro Bus/Rail/local bus interchanges are planned for Weston and Nailsea At Temple Meads, the interchange between Metro Bus, Metro Rail, Local Bus and Ferry services needs to be spelled out and made into a contingent aspect of the plan. The current concerns over the funding of the Arena See also attached map for detail of Ashton Gate Interchange South West Transport Network Statement Page 1 of 2 11

13 Submission from South West Transport Network for Metro (and the consequences any shortfall in Arena funding would have for the Temple Meads plans) make this a vital concern, and something which simply cannot be taken for granted. Interchange facilities at Parson Street Station (for the North/South Metro Bus) and Bedminster station (which under current plans is served only by buses on the southward journey) are also important to build into the plans. Equally, on the northern side of the Metro Bus network, it is vital that interchanges at Henbury, Filton Abbey Wood and Bristol Parkway are specified and made into concrete parts of the plan. We still do not really think that the cost of building the busway between Ashton Gate Swing Bridge and the Long Ashton Park and Ride can be justified given the planning changes in the area. The economics of building a dedicated busway here through such a complicated road and rail system seem to be highly questionable given the fact that the Stadium and associated housing and hotel/s may not be built. The route over the Cumberland Basin bridge system would in general appear to be preferable as long as sufficient paths could be found for the Metro Bus system. Having said that, if the proposed alignment is to be used, the option to run heavy rail or Tram Trains over the Ashton Swing Bridge and onward to Ashton Junction should not be lost. Shared rail-bus options should be put forward, such as those in Essen, Helsinki and elsewhere. (see below). See also attached map for detail of Ashton Gate Interchange South West Transport Network Statement Page 1 of 2 12

14 Submission from South West Transport Network for Metro Bus/Rail shared bridge in Helsinki See also attached map for detail of Ashton Gate Interchange South West Transport Network Statement Page 1 of 2 13

15 Submission from South West Transport Network for Metro Further examples of street running or shared use of roadway/railway can be found at On the subject of vehicle design, we are concerned that the option for hybrid single deck operation could lead to problems on certain routes. The North/South route would require a high-volume hybrid or electric vehicle as indeed might certain other routes. These vehicles will need a specialist depot and it appears that no provision has been made for this. Both Ashton Gate and Muller Road might make suitable sites. The issues of revenue protection and policing need to be brought into the planning and budgeting of the project. It is also vitally important that the Metro Bus Network does not extract so much revenue from existing local routes as to make them unviable. At the moment the Bradley Stoke/Cribbs Causeway/Hartcliffe/Hengrove routes (73, 74, 75 and 76) are profitable core elements in the local bus network and damage to their revenue would have serious implications for the network as a whole. On a final note, we remain very concerned that the current plans for the route between Temple Meads and Ashton sill involve the use of parts of the Harbour Railway. We must ask for clear confirmation that the eventually delivered service will not prevent or hinder future use of rail trackbed over the route from Wapping Wharf (M Shed) and Ashton Junction for access to the Portishead line and the rest of the rail network. We would also like to see proper plans for whatever interim provision there may be for the Smeaton Road/Ashton Swing Bridge Station if it is to be moved. In the short term, this platform allows the stub of the line which is currently in running See also attached map for detail of Ashton Gate Interchange South West Transport Network Statement Page 1 of 2 14

16 Submission from South West Transport Network for Metro order to be used for specials and exhibition services. In the longer term, the whole of the route needs to be incorporated into the Metro West Rail project to provide access to the city centre and potential tram-train street running through the central area. If the Metro Bus plans were to damage the potential of the Harbour Railway as a Metro Rail option, that would represent a planning catastrophe and a betrayal of the city s public transport future. David Redgewell South West Transport Network Tel ADDENDUM to this statement Following the issue of the consultation leaflets from Bristol City Council, and the exhibition at St Mary Redcliffe Sixth Form Centre, there appears to be a number of very serious omissions from the plans which must be addressed Details of bus interchange and connectivity on Redcliffe Hill (especially with the city bus network) Details of access to stops on Cumberland Road (especially with reference to disabled customers) The lack of a worked-up design for the vital exchange at Ashton Gate Station (including interchange between Metro Rail and Metro Bus as well as local bus services) The lack of integration with the First Group network to Portishead, Nailsea, See also attached map for detail of Ashton Gate Interchange South West Transport Network Statement Page 1 of 2 15

17 Submission from South West Transport Network for Metro Clevedon and Weston-super-Mare No details of interchange at Temple Meads between Metro Bus, Metro Rail and ferry services No detailed designs of bus shelters or rail-bus interchanges. In particular, the following locations: Weston-super-Mare, Worle Parkway, Yatton, Nailsea and Backwell, Clevedon bus interchange, Henbury, Filton North, Filton Abbey Wood and Bristol Parkway There are special problems related to rail interchanges at Parson Street (due to the one-way system and road layout) and Bedminster due to the routing of in-bound services via East Street and out-bound via Dalby Avenue All these interchanges will need Equalities Impact Assessment to ensure access for all No clear options for bus design options (and no examples of Metro Bus vehicles from other parts of the UK, which could easily have been optained from Swansea and Fareham/Gosport) The plans at the exhibition were highway engineering-led rather than public transport led despite the fact that this is quite a basic urban transport concept which has significant precedence in other British cities It is very difficult to understand how the Metro Bus network is intended to be integrated with the existing city and sub-regional bus networks Despite the Mayor s specific instruction, there seems to be little attempt to make any meaningful link between the Metro Bus Network and the planned Metro Rail system There are references to the South Bristol link, the Henbury/Cribbs Causeway link and the Stoke Gifford Transport link, but there is no detail as to how these will function (for example no through ticketing is mentioned) See also attached map for detail of Ashton Gate Interchange South West Transport Network Statement Page 1 of 2 16

18 Submission from South West Transport Network for Metro Above all it is disappointing to see no map or other representation of the joined-up Metro scheme, showing how Metro Bus relates to Metro Rail and the city-regional bus system run by First and Wessex. The involvement of so many consultants from outside the city region in the planning of the Metro Bus system seems unhealthy, particularly given the fact that so few officers from the Greater Bristol authorities and West of England Partnership were present, and that, unlike the scheme in Southampton, there has been no input from the local bus and rail operators at public consultations and exhibitions. What is especially missing in the planning here is an ITA or an equivalent Transport Board with local operator input. Without such a joined-up overview of the scheme, and in particular without a memorandum of understanding with the local operators (bus and rail), there are serious question marks over how the scheme will move forward. I hope these points which are intended constructively are helpful in formulating the next level of planning, so that the whole Metro Bus and Metro Rail project goes ahead. See also attached map for detail of Ashton Gate Interchange South West Transport Network Statement Page 1 of 2 17

19 South West Transport Network Statement for South Gloucestershire Full Council meeting on Wed 16 July South Gloucestershire Planning Committee and Site Visit on 22 July Bristol City Council Full Council meeting on 22 July Bristol City Council Transport and Place Committee on 31 July West of England Partnership Joint Leaders Board on 17 July Addendum to MetroBus plan response We feel that the MetroBus scheme is valid part of a coherent local transport strategy for the Greater Bristol region. However, the keyword there is coherent. MetroBus is not and should never be considered to be a standalone scheme nor in any sense an end in itself. MetroBus must be fully integrated with MetroWest (rail) and the city and regional bus networks. The key interchange points are: Temple Meads (not fully planned so far), Bedminster (where the redevelopment of St Catherine s Place Shopping Centre provides a very helpful opportunity to refocus local transport links), Parson Street, Ashton Gate (station plans not yet confirmed) and Bristol Parkway. Future extension to Cribbs Causeway and Henbury will require full integration with Filton North and Henbury stations as well as any other future stations on this line. Another aspect of the current plan which seems to have many loopholes is disabled access and integration with the background bus network. In particular, the Emerson s Green MetroBus stop is not fully disabled accessible from the nearby shops, and is not integrated with the 48, 49, 18 and X18 bus services. The Bristol/Bath Science Campus is similarly not disabled accessible or integrated with X18 service. UWE bus station is so far not integrated at all into the scheme, nor is the Megabus South West Transport Network Statement Page 1 of 2 18

20 South West Transport Network Statement for South Gloucestershire Full Council meeting on Wed 16 July South Gloucestershire Planning Committee and Site Visit on 22 July Bristol City Council Full Council meeting on 22 July Bristol City Council Transport and Place Committee on 31 July West of England Partnership Joint Leaders Board on 17 July coach station. The Willowbrook Centre lacks a road crossing and therefore presents serious access problems, nor is there any integration with the 13 or 73 routes. There is no direct link from Bristol Parkway to Cribbs Causeway, nor is there any integration with the existing 319 service which does provide a direct route. At Aztec West there is no integration with bus routes to and from Dursley and Gloucester. Highworth Road MetroBus has no integration with the 75 cross-city service, and at Cribbs Causeway bus station disabled access is available for MetroBus, but ignores the existing bus platforms, making this a wheelchair-unfriendly facility. In South Bristol the MetroBus network needs fully integrating with the 75, 76 and 90 routes. All these issues still need to be fully addressed in conjunction with the bus operators. Having recently heard talk of introducing a competitive bus operator into the MetroBus mix, we would point out that making MetroBus a part of a bus war would certainly not help in making it a successful part of an integrated coherent system. David Redgewell South West Transport Network Tel South West Transport Network Statement Page 2 of 2 19

21 Bus-rail interchange for Greater Western and South West Trains areas A much neglected aspect of the franchise, which has now become a major issue in the South West trade and news media, is that of bus-rail connectivity. When the Beeching cuts were first made, provision was made for rail replacement services, a number of which have survived through British Rail and the national bus company into the new franchising era of South West Trains and First Great Western. Bus-rail connections surviving from Beeching cuts The main surviving bus-rail interchanges in service today are: Bus 28: Taunton Train Station to Minehead Train Station via Watchet Train Station, operated by First; Bus 1 and 2: operated by First, Barnstaple (from main road near station) to Bideford Quay and Westward Ho Bus Terminal, via Instowe Quay; Bus 21 operated by Stagecoach, from Barnstaple Train Station to Bideford Quay and Westward Ho Bus Terminal, via Bideford East-Of-The-Water and Appledore; Bus 3 and 4 operated by First, and Bus?? operated by Stagecoach, from Barnstaple Train Station to Ilfracombe Bus Station via Braunton Sands; Bus?? operated by??, from Barnstaple Train and Bus Station to Lynmouth Bus Station via Lynton Town Hall; Bus 555 operated by Western Greyhound, from Bodmin Parkway Train Station and Bodmin Town Train Station, to Padstow Bus Station via Weybridge Bus Station; Bus 83, operated by First, from Tavistock Bus Station to Plymouth Rail Station; Bus 881, operated by Cotswold Green, from Tetbury Long Street to Cirencester Town Hall via Kemble Rail Station; Bus 1, operated by Stagecoach South West, from Tiverton Bus Station via Tiverton Parkway Rail Station to Cullompton Town Centre; Bus 1, operated by South West Coaches, from Shepton Mallett Bus Station to Castle Cary Rail Station; Bus X9, operated by First South West, and Bus 599 and 510, operated by Western Greyhound, from Okehampton West Street to Exeter St Davids Rail Station and Bus Station (X9 and 599 start from Bude The Strand Bus Station); Bus 376, 375,377, operated by First South West, from Bristol Temple Meads Station via Wells Bus Station, to Glastonbury Town Hall and Street Leigh Rd; 20

22 Bus 173, operated by First, from Bath Bus Station Interchange, to Radstock The Street, Midsomer Norton Town Hall and Wells Bus Station; Bus 126, operated by First South West, from Weston Super Mare Station Rd (adjacent to station; previously from station forecourt), via Axbridge Town Hall, Cheddar The Cross and Gorge, to Wells Bus Station, with extensions to Shepton Mallett Bust Station; evening and Sunday journeys cut back by North Somerset and Somerset Councils. Bus 33 and 34, operated by First: from Redruth Rail Station to Helston; Bus 31, operated by First South West, from Dorchester South and Dorchester West Rail Stations, via Bridport Bus Station to Charmouth Main Street, Lyme Regis Seafront, to Axminster Rail Station, with connexions to Chard and Taunton. This service is now failing to meet South West Trains to and from Exeter St Davids and London Waterloo, missing the connexion by 4 minutes, as of Bus 66, operated by Bakers Dolphin, from Yatton Rail Station to Clevedon Town Centre; Bus 112 and 102, operated by First South West, from Highbridge Rail Station to Burnham-on-Sea via Brean and Berrow to Weston-super-Mare, now withdrawn from the railway station at Weston-super-Mare, stopping in Oxford Street (15 mins walk from Weston-super-Mare Rail Station!) Bus 21, operated by First, Bus 113, operated by Hatch Green, and Bus 70 and 15 operated by Webberbus, from outside Highbridge Rail Station to Burnham-on-Sea only; Bus 55 and 55a, operated by Stagecoach West, from Chippenham Rail Station and Chippenham Bus Station, to Calne Town Centre, with most bus journeys extended to Royal Wooton Bassett and Swindon Bus Station and Swindon Rail Stations; Bus 49 operated by Stagecoach West, from Swindon Bus and Rail Stations via Devizes Bus Interchange, to Trowbridge Town Hall; Bus 234 operated by First, and X34, operated by Faresaver, from Trowbridge Rail Station to Chippenham Bus and Rail Stations via Melksham Rail Station; Bus 559, operated by Castleways, from Broadway Bus Station to Evesham Rail Station; Bus 32 and 33,operated by Stagecoach West, from Gloucester Bus/Rail Station to Hereford Bus Station, via Ross-on-Wye Bus Station; Bus 68, operated by South West Coaches, from Yeovil Pen Mill Rail Station, via Yeovil Junction Rail Station, to Yeovil Bus Station; Evening and Sunday services withdrawn as of April 2011; 21

23 Bus 57 and 58, operated by First South West, from Yeovil Pen Mill Rail Station, via Sherborne Rail Station and Wincanton Bus Station and Gillingham Rail Station, to Shaftesbury Town Hall; Bus 885, operated by Axe Valley Motor Services, from Axminster Station to Seaton Bus 20, operated by Stagecoach South West, from Honiton Rail Station to Sidmouth Bus Terminus; Bus 1, operated by First South West, from Weymouth Bus Depot to Portland Victoria Square. Bus 527 and 101, operated by First and Western Greyhound, from St Austell Rail Station to the Eden Project Bus 64, operated by Stagecoach/Tally Ho, and Bus 111, operated by First South West, from Totnes Rail Station to Kingsbridge and Dartmouth. Bus 41 and 42, operated by Stagecoach West, from Tewkesbury via Ashchurch Rail Station to Cheltenham Bus Station and Rail Station via Service D. Bus 52B/56B, operated by Stagecoach, from Honiton to Sidmouth. Bus 17, operated by First South West, from Penzance Rail and Bus Stations to St Ives Bus Station (adjacent to Rail Station): need to improve interchange at St Erth Rail Station Bus 184, operated by First South West, from Bath Bus/Rail Station Interchange to Frome Marketplace. Bus 5 and 6, operated by Wilts and Dorset, and Bus 70, Stagecoach West, from Swindon Bus Station to Salisbury Bus Station. Bus 21, operated by Stagecoach South West, from Barnstaple to Ilfracombe Other connections with through fares: Poole to Blandford Forum Dorchester Bus Zone Southampton to Hythe Winchester to Romsey Bournemouth to Swanage Andover to Tidworth Haslemere/Farnham to Bordon Petersfield to Waterlooville 22

24 These bus links need to be included in the new franchise, in discussion with the local transport authorities (ie county councils or unitary councils), with Plusbus and through ticketing, easy access low-floor buses, and luggage space. These routes should ideally be marketing and route branded as distinctive rail link services. Proposed locations for improvements to bus-rail interchange We are concerned that at places such as Weston-super-Mare, Barnstaple, St Austell, St Erth, and Filton, that buses are being withdrawn from rail station forecourts. We would like to see proper bus-rail interchanges at Weston-super-Mare, Filton Abbey Wood (The current GBBN puts bus stops 600 metres from the platforms. A more sensible routing of GBBN is via the station car park with no negative effect on any existing service; with an additional benefit of improving traffic flow at the junction of Station Road and Filton Avenue), Gloucester (the bus station is planned to be rebuilt), Swindon (again the bus station is being planned to be rebuilt), Castle Cary rail station, Frome and Trowbridge. In Bristol, bus-rail integration needs improving at: Bristol Stapleton Rd for Buses 48, 49 (operated by First) and 13 and 13A (operated by Wessex Connect) to Fishponds, Staple Hill, and Downend, and Bus 4 to Frenchay Hospital (U3 to University of West of England); Bristol Lawrence Hill for the following buses operated by First: Bus 6,7 to Speedwell, Soundwell, Staple Hill and Kingswood; Buses 42,43,44, 45 to Kingswood, Hanham, Longwell Green, and Bitton (some journeys to Keynsham); Bus 332 to Bath; and Bus 635 operated by Faresaver to Kingswood, Marshfield, and Chippenham, and Bus 36 operated by First on the South Bristol Circle (evening service withdrawn on Sundays). Service 36/46 would operate from Bristol City Centre through Lawrence Hill, St Anne s Brislington, Hengrove, Knowle, Whitchurch Hospital, Withywood, Hartcliffe, Parson St and Bedminster and back to the City Centre via Temple Meads. Both Stapleton Rd and Lawrence Hill need waiting rooms, CCTV, M-shops and disabled ramps. At Bristol Montpelier, there needs to be a bus-rail interchange for buses to Horfield, Patchway, Thornbury, and for the passenger facilities to be improved (waiting facilties, CCTV). At Bristol Clifton Down, the bus-rail interchange (First Buses 1, 54, 40 to Westbury on Trym, Henleaze, Henbury and Cribbs Causeway, U15 and U19 to UWE and Bus 8,9 to Clifton Village, Redland, Cotham, and Bristol Zoo) could be improved by providing a ramp on the exit to the shopping centre, providing an M Shop, refurbishing the station forecourt, re-tarmacing, better signage and footways, directions to buses (especially to bus 8 and 9). At Bristol Shirehampton (First buses 40A to Lawrence Weston, Henbury, and Cribbs Causeway, and Bus 41 to Avonmouth, and Bus 501 and 502 to Westbury on Trym, Southmead, Filton, Bristol Parkway and UWE. The rail connectivity of this service to the existing Shirehampton station should be improved). A new Park and Ride station 2 minutes by rail from Shirehampton Station is being planned, and therefore it is 23

25 important that buses are rerouted to this proposed Shirehampton Park and Ride from Lawrence Weston, Henbury and Cribbs Causeway. Also at Bristol Shirehampton there should be a ferry link to Pill for the proposed Portishead line. At Bristol Parkway, bus-rail interchange is needed for buses to Thornbury and Cribbs Causeway Bus Station with an extension to a new bus-rail station at the proposed new station at Henbury. With BRT now being Metro West Express Bus Network, the following routes should be extended west to Cribbs Causeway and the X73 and X74 which operate from Bristol City Centre to Bristol Parkway and Bradley Stoke/Cribbs Causeway should start from Temple Meads as a Metro West service and extend beyond Cribbs Causeway to a new railway station on the Henbury Loop. Present services 4 and 5 should start from the new Temple Meads interchange and operate via Broadmead Bus Station, Old Market no. 4, no. 5 St Paul s; X4 and X5 to operate via the M32 to Eastgate Centre, Stapleton Village and Fishponds; X5 via Oldbury Court and Downend, and Emerson s Green; X4 via Stapleton and Frenchay to Downend and Emerson s Green. At Bristol Bedminster and Parson Street, bus links to Bristol Airport are needed, and connectivity to Bus 75 and 76 (operated by First) to Hartcliffe and Whitchurch Hospital and Bus A1, A2 and 121 operated by First and Bakers Dolphin to the Airport and Weston-super-Mare, which should link to Worle Parkway. In addition, the existing link from these stations need improving through marketing and integration to the following stations: 52 to High Ridge, extending to the hospital, Stockwood and Keynsham, 673 (operated by the CT transport and North Somerset coaches in frequent service) to the Chew Valley (Eurotaxis run one evening service). Other potential bus-rail interchange sites in the Greater Bristol area are Yate which needs better signage, bus shelters and rail shelters and an M-shop. Similarly, Bedminster and Parson St Rail stations need ramps and CCTV and better waiting facilities, and this could be developed as a potential interchange for the proposed Portishead railway line. With the new Greater Bristol Metro express bus network, Bedminster and Parson St would be served by services from the City Centre bus station and Temple Meads interchange, to Hartcliffe, Whitchurch and Hengrove services 76, 75, and 90 (from Bedminster); from Bristol Temple Meads via the Bus Station and centre to Clevedon (service 361 to become X61); X54 and 354 to Nailsea; the airport buses and the X1 to Weston super Mare. The X362 via Coronation Rd and Cumberland Rd would replace Service 506 and be extended to Clevedon. The Coronation Rd would be served by Service 11 from Temple Meads and extended on certain journeys to Nailsea and Backwell and Nailsea Town; 903 Park and Ride would start from the bus station and operate via Old Market and Temple Meads, Baldwin St and the City Centre, Hotwells Rd and Long Ashton Park and Ride. Keysham Station to South Bristol via Whitchurch, Hengrove, Hartcliffe, Parson St, Bedminster, Bristol Temple Meads, Broadmead, City Centre, M32 UWE and Filton Abbeywood Station, Bristol Parkway and Cribbs Causeway. At Highbridge and Burnham on Sea Rail Station improvements are needed to provide a café, waiting rooms and bus-rail interchange. 24

26 An example of poor bus-rail ticketing is for buses between Portishead, Pill, Ashton Gate, Bristol Bus Station and Bristol Temple Meads without through ticketing. Additionally, Cam and Dursley Parkway need interchange for buses to Dursley Bus Station and Thornbury and Berkeley. The proposed station of Stonehouse would need bus-rail integration for buses to the surrounding area, and the proposed station at Charfield would need interchange for buses to Wooton under Edge and Chippenham, Corsham, ( ) and Bath, as part of the proposed new station at Corsham. At Bristol Temple Meads, facilities for bus-rail interchange need to be developed at Plot 6, similar to the designs of London Liverpool St or Hull Paragon. Sea and Air connections Ferry connections are important at Plymouth (for France), Weymouth (for Channel Islands and France), Portsmouth (for the Isle of Wight, Channel Islands and France), Poole (for Channel Islands and France), Penzance (for the Isles of Scilly), Bideford and Ilfracombe (for Lundy and South Wales), Fishguard and Pembroke Dock (for Rosslare and Cork and Dublin), and Exmouth to Starcross ferry, the Cornish Ferries services in the Fal estuary, and from Southampton to Cowes on the Isle of Wight and Hythe Ferry to the New Forest. In Southampton there is a need to improve the new bus station in Castleway and interchange between bus and rail at the Railway Station (funded by Southampton City Transport and Transport for South Hampshire). There is also a service from Portsmouth and Plymouth to Spain with some integrated ticketing. Rail-air links need to be maintained from Exeter St Davids to Exeter airport, Bristol Temple Meads and Weston-super-Mare to Bristol Airport, Gloucester and Cheltenham Rail stations to Gloucester Airport and Cheltenham Town Centre, Newquay Bus and Rail Station to Newquay Airport, and Bournemouth Rail Station to Bournemouth Airport. Bus Rapid Transit Route from Gosport Ferry Port to Fareham Bus and Rail Station needs better integration at Fareham Rail Station and could be converted to Light Rail. Travel Centres needing improvement The following Travel Centres at bus interchanges need information displays on rail, ferry and bus services: Fareham Gosport Southampton Portsmouth The Hard 25

27 Plymouth Truro Penzance Taunton Wells Weston-super-Mare High Street Bristol Bath interchange Barnstaple bus station Bridgwater Yeovil Worcester Bus Station Hereford Bus Station Ilfracombe Bus Station (or at a proposed new bus station on the Golf Links) Minehead St Ives Newquay And St Austell. Proposed devolution of rail and bus powers, in the Better Bus areas In the South West and Greater Bristol, where there is a limited bus and rail service, it is essential that we have integrated transport and that the government address the issue, especially with the loss of the Regional Development Agency and South West Councils (Assembly) With the provision of the West of England Partnership and Local Enterprise Partnership, bus, rail and ferry services need co-ordinating across the region, especially for the proposed new rail services of Bristol-Portishead, Henbury Loop, Tavistock-Plymouth, Okehampton-Exeter (the last two could be connected in a loop) Taunton-Minehead, Wareham-Swanage, Stratford-on-Avon to Cheltenham via Honeybourne, and Barnstaple-Bideford, Radstock-Frome and Frome-Wells. 26

28 We believe that the Local Enterprise Partnerships for Cornwall and the Isles of Scilly and the Heart of the West (Plymouth, Torbay, Somerset and Devon), Wiltshire and Swindon, Dorset, Bournemouth and Poole, and the West of England Partnership covering Greater Bristol, and Gloucestershire, need to come together to form a coordinated Transport body for the region and there should be two sets of service groups devolved to local government through properly elected Integrated Transport Authorities similar to West Yorkshire, West Midlands, Greater Manchester or Greater London. One service group should cover the Devon and Cornwall branch lines, local train services from Taunton to Penzance via Exeter and Plymouth to Axminster and Yeovil. The second service group, based on Bristol, should cover local trains from Bristol to: Gloucester, Swindon, Cheltenham, Bath, Trowbridge, Frome and Weymouth, Warminster, Severn Beach, Taunton Weston-super-Mare, the proposed Portishead service and proposed Henbury Loop service, and from Frome via Westbury to Melksham, Chippenham and Swindon, and from Swindon via Kemble to Cheltenham and Gloucester, and from Bristol Temple Meads to Severn Tunnel Junction to Newport and Cardiff. Dave Redgwell South West Transport Network With information compiled from Railfutures Devon and Cornwall, Railfutures Severnside, rail unions (TSSA, RMT, ASLEF and Unite), Save Our Railways and Save Our Buses, Transport for Greater Bristol, and the Friends of Suburban Bristol Railways. 27

29 Where are the Railways Going in the South West? Following the devastation of the South West Rail Network during the winter storms of 2014 which effectively cut off most of Devon, Cornwall and parts of Somerset from the rest of the country, the major centres in the region suffered a significant economic downturn. This was acutely felt in Penzance, Plymouth, Torbay, Exeter, Taunton and Bridgwater. The railways were fundamental in developing the South West s economy and when, for the first time in more than 150 years, the arterial link with Bristol and London was severed for more than a day or two, the consequences were enormous. As a result, the government is at last taking the future of the region s railways very seriously. Following a Network Rail study, the Secretary of State, Patrick McLoughlin, will be outlining his decision in the next few weeks on how best to ensure that the West Country is never cut off again. Besides strengthening the sea defences at Dawlish and upgrading routes across the Somerset Levels, it is widely anticipated that he may also make provision for an additional route between Exeter and Plymouth over the disused line through Okehampton and Tavistock. This, in turn, would help to bring parts of West Devon and North Cornwall back onto the railway map. Patrick McLoughlin has a number of other decision to make in the coming months on issues of huge strategic importance to the region s railways. To begin with, there is the five-year extension of the Great Western Rail Franchise, which will allow First s existing management teams to work together with Network Rail on bringing the region s network into the 21st Century. This will include the electrification of the line between London and Bristol and on to South Wales, with improved services to Bath, Chippenham and Swindon using a brand new fleet of fast electric trains. Local services right across the region will also benefit from cascaded modern diesel trains (ex Thames Valley) which will relieve the current overcrowding problems in many parts of the network including Bristol, Gloucester and Taunton. The South West Trains Franchise is also due to be extended during the autumn (this time for three years) and we are looking for improved services on the London (Waterloo) to Weymouth line, and the route to Salisbury, Exeter and Bristol, as well as a series of station improvements. With the emergent glint of political consensus on transport strategy in the South West, we need all parties to take the long-term view and put public transport and infrastructure at the heart of planning the economic and social development of the whole region. Greater Bristol needs a metro system to offer attractive alternatives to the current congestion which sees the city region moving at an average of 8 miles per hour! Key to this is reopening the Portishead line, and bringing passengers back to the freight route between Filton, Henbury and Avonmouth. Temple Meads needs to become a hub providing both a focus for the city s public transport and an interchange of fully regional importance. The Bristol to Weymouth line needs to offer a clockface hourly service. On all other local lines (including Gloucester, Cheltenham, Bath, Swindon, Trowbridge, Weston and Taunton) we need a half-hourly service to encourage a turn-up-and-go mentality amongst local transport users. 28

30 Confounding those who advocated its closure, the Severn Beach line now sees more than a million passengers a year under the auspices of a unique partnership between the local authorities and rail user groups. We need to build on this success and increase service frequency to 15-minutely, with a modern ticket vending system and Greater Bristol TravelCards to ensure that the revenue generated by the line is reinvested back in local services. It is worth remembering that of every pound spent by passengers, only 3p goes to the Train Operating Company (FGW or SWT), 26p to Network Rail, with the remaining 71p (plus a further 2 in Treasury subsity) split between the Rolling Stock Leasing Companies and railway infrastructure. Other projects which require major investment in our region are the Devon Metro which will see vastly improved local rail services around Exeter, Plymouth and Torbay replacing the aging HST fleet with modern diesel electric trains a modern fleet of sleeping cars for the West Country sleeper service, and to reinstate its overnight call at Bristol upgrading the Cardiff to Portsmouth line with new rolling stock and more efficient, longer trains. The key to making our railways work for us is neither privatisation nor nationalisation. We need a new deal where a region-wide authority is able to take control of all rail services and infrastructure in the South West within the national network. This is just the kind of deal which has been struck between the government and authorities across the North of England, and similar structures exist in Wales and Scotland. A Transport Authority offers a better localised services for both passengers and tax payers. 29

31 South West Transport Network Statement for Bristol City Council Cabinet September 2014 Police and Crime Panel September 2014 West of England Partnership Scrutiny 8 September 2014 West of England Partnership Board 12 September 2014 Bus Service Review We are concerned about the proposed reductions to bus subsidies across the Greater Bristol Network which will result in the loss of evening and Sunday services. Last year s changes to the subsidy structure in Bristol have proved to be a great success and are starting to bring the bus network into full public acceptance. Given this progress, we need now to protect the core network and in particular the advances which have been made to offpeak, Sunday and night services. This along with Residents Parking Schemes and improvements to rail services has led to a growth of 17% in public transport uptake, which represents one of the greatest modal shifts in Bristol transport over the last fifty years. If significant savings have to be made, they should most certainly not be made at the expense of perceived accessibility (which is closely related to service level). We would recommend instead that the Council look at privatisation of the city s Park and Ride services which could indeed provide valuable additional services along major corridors. There is good evidence to suggest that privatisation would be financially viable as it has been in other cities. It would be devastating and highly embarrassing to the city to be seen to be cutting public transport during its tenure of the European Green Capital award, At this time we are going to demonstrate hybrid buses, special South West Transport Network Statement Page 1 of 3 30

32 South West Transport Network Statement for Bristol City Council Cabinet September 2014 Police and Crime Panel September 2014 West of England Partnership Scrutiny 8 September 2014 West of England Partnership Board 12 September 2014 trains on the Henbury loop and Portishead line, a tourist trail with Shaun the Sheep, Keep Sunday Special events with public transport and cycling themes and a cheaper ticket on the bus and rail network over the school holidays. We are especially concerned about the secondary bus network (the routes which feed into and out of the trunk network), and which exists mainly on the support of local authority and UWE finance. Loss of the following services has been and will be a serious blow to the communities who rely on them. The 25 (which has cut St Paul's, Montpelier and St Werburgh's off from Bedminster, Southville and Lockleaze/Horfield a catastrophe in view of the RPS implementation in the pipeline The forthcoming cancellation of service 20 (withdrawing services from Golden Hill, Henleaze, Southmead, and the BRI Oncology Centre) Withdrawal of Service 15, again disconnecting Henleaze, Golden Hill and other parts of North Bristol. The new 72 is only a partial replacement for the 15 and 20, and is clearly more targeted on students specifically rather than as part of the wider Bristol community. South West Transport Network Statement Page 2 of 3 31

33 South West Transport Network Statement for Bristol City Council Cabinet September 2014 Police and Crime Panel September 2014 West of England Partnership Scrutiny 8 September 2014 West of England Partnership Board 12 September which is now rerouted via Cumberland Road, removing connection from Temple Meads, Bedminster and Southville (the new 12 perversely covers a similar route but is curiously dispatched along Hotwell Road, again avoiding both Temple Meads and Southville). These plans need to be urgently reviewed in conjunction with First and Wessex, UWE, The University of Bristol Hospital Trust and North Bristol NHS Trust. Further subsidy cuts (unless cut from Park and Ride) will further exacerbate these problems and spread the disconnection across other areas of the city at a time when bus services are being radically improved by the operators (and in the shadow of MetroBus). We are also aware that there are proposals to cut the neighbourhood policing team at BTP covering the rail and bus networks in the Greater Bristol area, which is a matter for further concern. Furthermore, we simply cannot cut bus services and passenger route options at the same time as bringing in RPS across the city. David Redgewell South West Transport Network Tel South West Transport Network Statement Page 3 of 3 32

34 Friends of Suburban Bristol Railways (FOSBR) Statement to West of England Partnership (WEP) Joint Transport Board 11am, Friday 12 September 2014, Guildhall, Bath Statement on WEP Preliminary Business Case for MetroWest Phase 1 FOSBR is delighted that a preliminary business case has been completed for MetroWest Phase 1 and would urge WEP JTB to accept the report and proceed to the next planning stage, with the below comments accepted for incorporation by officers in the next iteration of the business case. Note that there are very few recommendations in this statement for a particular option over another. This is not because of the absence of a view, but that given the recent release date of the report it would be preferable for FOSBR to meet as a committee first to discuss the options and canvass for opinion to consider the options so that the recommendations are then agreed as a group. The following comments are intended as an attempted clarification of the many and complex issues in lieu of extensive formal questions. A written officer response as confirmation of the accuracy of this statement of fact (whether at the meeting on Friday or later) would be welcomed. 1. Choice of timetable options: rejection of baseline Option 1 FOSBR would agree with the officers that either Option 5B or Option 6b would be preferable to a baseline option of a shuttle service between Portishead and Bristol Temple Meads, as MetroWest Phase 1 presents a rare opportunity for a step change for the railway service in all four WEP councils, for the following reasons: 1.1 BCC would benefit from the proposed timetable improvement on the Severn Beach Line of 40 mins service to half-hourly clockface on the Severn Beach Line; 1.2 BANES would benefit from the change from hourly to a half-hourly service for Keynsham and Oldfield Park as BANES offices are being relocated to Keynsham; 1.3 N Somerset would gain from the new half-hour service for Portishead and Parson St. 1.4 Both Bristol and S Glos would benefit from the direct connectivity across Greater Bristol from Portishead to the Severn Beach Line including the Greater Bristol suburban stations. FOSBR has been recently campaigning for a Unite the City approach to avoid bad connections (and indeed not having to change trains at all) at Temple Meads for routine cross-city travel. This will surely relieve traffic congestion across Bristol. 1.5 A quantification of these benefits could be the basis for sharing the capital and annual subsidy between the four councils. 2. Agnostic on choice between timetables Option 5B and Option 5C 2.1 FOSBR accept that the option giving double connectivity to the Severn Beach Line (to both Portishead and Bath) is a welcome improvement for the residents of north Bristol (particularly when the Henbury Loop is completed in MetroWest Phase 2) and therefore that there will also be a considerable advantage to South Glos in the future and therefore a reason to contribute to the funding of MetroWest Phase 1 as well as MetroWest Phase 2 (Henbury Loop). 2.2 However, we also see the benefit to Portishead of direct connections with both the Severn Beach Line and Bath, even though the Severn Beach to Bath service would then not be direct. We note that as this option is more expensive (and therefore BCR much lower) due to not using the two existing Severn Beach Line trains to the full. FOSBR therefore would simply urge WEP to choose the most viable timetable option at least to start off with. It might be helpful to cost up the baseline option 1 (shuttle Portishead to Temple Meads) for comparison so that if no revenue funds are available then at least the Portishead line infrastructure is put in place using the already promised City Deal capital funds. 3. Annual subsidy 3.1 FOSBR agrees with the officers that the most significant cost of the proposed two options for the MetroWest enhanced services (whether 5B or 6B) would be the annual cost to the four councils to be found from their revenue budget (presumably with no prospect of external funding), for running the extra four or five extra train sets, but would agree that the proposed benefits far outweigh the temporary subsidy from revenue funding needed and that if at all possible the enhanced services for all four councils should be promoted in preference to the baseline Option 1 shuttle from Portishead to Temple 33