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South Bristol Link Environmental Statement Non-Technical Summary July 2013

Notice This document and its contents have been prepared and are intended solely for Bristol City Council and North Somerset Council’s information and use in relation to the South Bristol Link.

Atkins assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents.

This document has 23 pages including the cover.

Document history

Job number: 5103087 Document ref:

Revision Purpose description Originated Checked Reviewed Authorised Date

Rev 1.0 Final VB LC NJR NJR 05/07/13

Client signoff

Client Bristol City Council and North Somerset Council

Project South Bristol Link

Document title South Bristol Link Environmental Statement Non Technical Summary

Job no. 5103087

Copy no.

Document reference

13.05.07 ES – Non-technical Summary

Table of contents

1. Introduction 5

1.2. Need for the Scheme 6

1.3. Scheme history and planning status 6

2. The Scheme 7

2.1. Service Overview 7

2.2. The Proposed Scheme 7

2.3. A370 Long Ashton Bypass to A38 Bridgwater Road 8

2.4. A38 to Queens Road 9

2.5. Queens Road to Hengrove Park 10

3. Environmental Assessment 12

3.2. Site and surroundings 12

4. Conclusions 21

South Bristol Link Environmental Statement Volume 1: Non Technical Summary July 2013

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1. Introduction 1.1.1. This Non Technical Summary has been prepared on behalf of North Somerset Council and Bristol

City Council. It forms part of the Environmental Statement (ES), which accompanies an application for planning permission to construct the South Bristol Link (referred to as the SBL/the Scheme).

1.1.2. SBL is a combined new road and rapid transit (MetroBus) route for buses to travel between the A370 Long Ashton bypass in North Somerset and Hengrove Park in south Bristol, including new cycle and pedestrian facilities, as shown in Figure 1. Dedicated bus lanes will facilitate a high quality public transport service with key stops en-route to provide access to public transport provision along this corridor.

1.1.3. The SBL is one part of a wider network of MetroBus routes covering the neighbouring areas of Bath and North East Somerset, Bristol, North Somerset and South Gloucestershire designed to meet the following collective 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 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; and Improve safety along the corridors by reducing the use of private cars.

Figure 1. SBL General Arrangements


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1.2. Need for the Scheme

1.2.1. The principles of the Scheme have been embedded in both the transport planning process and development plan process for North Somerset Council and Bristol City Council from as early as 1992. The SBL has a strong strategic background with its roots in the Greater Bristol Strategic Transport Study (GBSTS) 2006 which identified a programme of necessary transport interventions to ensure sustainable growth and development in the West of England.

1.2.2. South Bristol has a number of complex social and economic needs; there are high levels of unemployment, low skills levels and extensive and acute deprivation. There is evidence of poor business performance, with a high dependence on public sector jobs and low value-added activity in retail and manufacturing. The area faces particular challenges in unlocking regeneration and new employment development to improve economic prospects and outcomes for local residents. The area is also characterised by poor access to public transport and by severe traffic congestion which causes delays on the primary route network. A number of studies have demonstrated that poor transport infrastructure constitutes a key barrier to economic growth in south Bristol.

1.2.3. The accessibility challenges result in some businesses having limited interest in locating in the south of the city. There is significant out-commuting from the area due to lower numbers of jobs than working residents. There is a major challenge in encouraging new job creation in this area, to both boost economic activity and improve social outcomes for local residents. This challenge will become progressively more serious as travel demand increases in the city and traffic conditions deteriorate with increased congestion.

1.2.4. The rationale for the SBL is to significantly improve accessibility to employment areas in south Bristol and provide businesses with better connectivity to the remainder of the sub-region and its strategic transport network, including road and rail. This is reflected in the Scheme’s three key objectives:

Facilitate regeneration and growth in South Bristol; Reduce congestion in South Bristol and adjacent areas of North Somerset; and Improve accessibility from South Bristol to the city centre and to strategic transport links, including the trunk road network and Bristol International Airport.

1.2.5. In combination with the Ashton Vale to Temple Meads (AVTM) MetroBus scheme, the SBL will improve the journey time of the Airport Flyer and journey reliability between the Airport and city centre.

1.3. Scheme history and planning status

1.3.1. The idea of a SBL goes back to the 1990s and considerable feasibility and assessment work has been undertaken to identify a deliverable and value for money scheme. The alignment and format of the SBL has been subject to a rigorous options appraisal process and developed in consultation with statutory organisations, local stakeholders and informed by public engagement.

1.3.2. The Scheme has accordingly featured in the development plans of both Bristol City Council and North Somerset Council. Indicative alignments were identified and safeguarded in the Bristol Local Plan 1997, the subsequent Proposed Alterations to the Local Plan in 2003 and in the North Somerset Replacement Local Plan 2007. Within the adopted Bristol Development Framework Core Strategy, June 2011 the SBL forms part of the strategy for south Bristol and the route is safeguarded as a significant transport improvement. The need and justification for the South Bristol Link is also recognised as a major transport scheme in the North Somerset Core Strategy adopted in April 2012.


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2. The Scheme

2.1. Service Overview

2.1.1. It is proposed that MetroBus 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 on segregated routes in some places, separate from car traffic and would be given priority over other road users at traffic signals when running on the public highway.

2.1.2. Services would be run using modern, accessible, comfortable, low-emission vehicles that provide the quality and feel of a high quality metro-style system. The Scheme would provide a high quality passenger experience – user-friendly electronic information displays, and high quality stops with safe and secure access.

2.1.3. The busway would be clearly segregated from cyclists and pedestrians. Along its various sections, services would use new or 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 MetroBus stops.

2.2. The Proposed Scheme

2.2.1. The SBL will comprise the construction and realignment of a section of highway 4.5 kilometres in length from the A370 Long Ashton bypass within North Somerset to the A38 and onwards to the Cater Road roundabout within the Hartcliffe area of south Bristol. This incorporates the minor realignment of sections of existing highway at Highridge Green, King Georges Road and Whitchurch Lane. An overview plan of the proposal is included at the rear of this document.

2.2.2. The route includes the construction of new junctions with the A370, Brookgate, A38, Highridge Green/Highridge Road, Queens Road and Hareclive Road. New bridges will be constructed to cross Longmoor Brook, Colliter’s Brook and to pass under the Bristol to Taunton Railway Line. The route corridor will incorporate a bus-only link to connect with the AVTM guided bus route, which will lead into the Long Ashton Park and Ride site. Dedicated bus lanes will be provided between the railway and the new A38 roundabout junction. New bus stops and shelters, and a continuous shared cycleway and footway will be provided along the route corridor. Associated proposals include the construction of new highway junctions, bridge structures, drainage facilities, compensation “exchange” land adjacent to Highridge Common, landscaping and planting.

2.2.3. The route will form part of the West of England MetroBus network, to be used by buses and other motorised vehicles. The SBL will link with the AVTM route at the Long Ashton Park and Ride site, with direct access to Bristol city centre. Within the south Bristol section, once buses have reached the Hartcliffe roundabout, services will follow existing roads via Hengrove Way to Imperial Park and onwards to Whitchurch Lane and Hengrove Park. Services will then connect with the North Fringe to Hengrove (NFH) section of the MetroBus network to route through central Bristol to the M32, Cribbs Causeway and Emerson’s Green in the north.

2.2.4. Traffic signs, traffic signals and street lighting will be provided in accordance with the current design standards for safe operation and maintenance. Street lighting will be chosen to minimise glare and light spill wherever possible. The Scheme overall has been designed to incorporate a number of features to support wildlife connectivity and biodiversity, and to assist in softening the appearance of the scheme in the landscape.

2.2.5. The proposals for the SBL vary along the length of the route and a more detailed description of SBL components is provided in three zones: A370 Long Ashton Bypass to A38 Bridgewater Road; A38 to Queens Road; and Queens Road to Hengrove Park in relation to the following provisions:

General traffic


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Rapid transit (MetroBus) Pedestrians and cyclists Public rights of way Landscaping proposals Bridges and structures Drainage and flood prevention

2.3. A370 Long Ashton Bypass to A38 Bridgwater Road

2.3.1. The first section of the route is 2 kilometres in length, and links Long Ashton to the A38 at Castle Farm via Brookgate in Ashton Vale. As part of this route, the road will pass underneath the Bristol to Taunton railway line and this will require the construction of a new underpass.

2.3.2. Provision for general traffic

A new roundabout junction on the A370 near Long Ashton from which a single-carriageway, two-way, 40 mph, highway will run south-eastwards for approximately 1.5km to meet the A38 (Bridgewater Road) at a new signalised roundabout junction. A signal controlled junction and spur (155m in length) at Brookgate to give access to Ashton Vale also providing alternative access to Winterstoke Road. Field access points from the new carriageway along the length of the route comprising at grade priority junctions.

2.3.3. Rapid Transit MetroBus Provision

A ‘bus only’ link (745m in length) will be provided between the Ashton Vale to Temple Meads guided bus route to the south of Long Ashton Park and Ride site, and the new signalised junction at Brookgate. Nearside bus lanes in each direction from the Brookgate junction to the A38 will be dedicated for bus services, segregated from general traffic. MetroBus stops at the Long Ashton Park and Ride, Brookgate and the A38.

2.3.4. Provision for Pedestrians and Cyclists

A new cycleway/footway on the eastern side of the carriageway between the A370 and Brookgate, linking to further provision from Long Ashton Park and Ride to the A38 through controlled pedestrian / cycle crossing points integrated into the Brookgate traffic signals. Additional sections of footway to ensure access to the proposed SBL stops.

2.3.5. Public Rights of Way (PROWs)

In proximity to the new roundabout junction, a new PROW will be provided to connect the two existing PROWs south of the new carriageway to reduce the need for users to cross the road. To the west of Yew Tree Farm the SBL route follows the approximate alignment of a PROW running north-to-south; it is proposed to set the footpath back from the SBL near to Colliter’s Brook.


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2.3.6. Landscape proposals

Native vegetation planting including woodland, hedgerow and trees. Highway grass verge immediately adjacent to the carriageway. Embankments seeded with a species rich grass. A drainage basin part of which is intended to be permanently wet.

2.3.7. Bridges and structures

Longmoor Brook Bridge to carry the SBL over Longmoor Brook watercourse; the bridge spans a 2.4m wide combined cattle, cyclist and pedestrian crossing providing a clearance of 2.4m. Colliter’s Brook Bridge to carry the SBL over Colliter’s Brook watercourse and a 1.8m wide Public Right of Way. Colliter’s Brook Retaining Walls – North and south provided to reduce the impact of the SBL construction on the existing woodland and on the alignment of Colliter’s Brook.

2.3.8. Drainage and Flood Prevention (operational phase)

A buried bridge consisting of a concrete slab on bank seats supported by bored piles constructed to protect existing culvert for the New Colliter’s Brook. A range of measures to ensure that runoff for all new impermeable areas would be attenuated such that it would not cause or increase flooding elsewhere. Carriageways above known historical groundwater levels to ensure no flood risk.

2.4. A38 to Queens Road

Zone 2 is a 1.5km section of the route which links the A38 at Castle Farm to Queens Road in the residential areas of Bishopsworth.

2.4.1. Provision for General Traffic

A new single two-way, 40 mph carriageway that extends eastwards from the new junction with the A38; design speed will reduce to 30mph close to Highridge Farm. The route will then cross the northern extent of Highridge Common before connecting to King Georges Road via a new four arm signalised junction formed with Highridge Road. Realignment of Highridge Green to connect to the SBL via a new priority junction close to Sandburrows Road. It will include a dedicated right turn ghost island to stop traffic backing onto the carriageway. New access to Highridge Cottage from the new SBL carriageway via a new three arm priority junction Minor widening on King Georges Road to provide for a single carriageway with an adjacent shared cycleway/footway on the north side with verge parking formalised. Connection with Queens Road / Grange Road to the east at a new signalised four arm junction.

2.4.2. Provision for Metrobus

The MetroBus rapid transit will share the carriageway with general traffic but bus priority will be provided at the A38, Highridge Road and Queens Road traffic signals. MetroBus stops provided in either direction at Highridge Common.


A new shared footway / cycleway on the northern edge of the new carriageway linking the A38 to King Georges Road connected to signalised pedestrian / cyclist crossing points integrated into the new traffic signals at either end of this section of the route. A shared cycleway/footway be provided adjacent to the carriageway on the north side. Signalised crossing points to be provided on all arms of the SBL, Queens Road and Grange Road junction.


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Two uncontrolled crossing points on the SBL close to Highridge Common comprising pedestrian refuges.

2.4.4. Public Rights of Way

Un-signalised crossing point to allow continued use of PROW that runs halfway between the A38 and Highridge across the SBL route.

2.4.5. Landscape Proposals

Retention of a group of valued remnant lime kilns at the centre of the roundabout on the A38 Reinforced screening vegetation between Castle Farm and the roundabout Native vegetation planting including woodland, hedgerow and trees to reinstate field boundaries and provide screening A drainage basin, part of which is intended to be permanently wet. Section from King Georges Road to Queens Road: Semi-mature tree planting within the grassed verge along King Georges Road where possible. Amenity shrub planting Bulb planting within grassed verges for seasonal colour Amenity grass verge


A range of measures to ensure that runoff for all new impermeable areas is attenuated to avoid causing or increasing flooding elsewhere. Carriageways above known historical groundwater levels to ensure no flood risk.

2.5. Queens Road to Hengrove Park

2.5.1. Zone 3 is a 3km section of the route which connects Queens Road in Bishopsworth to Hengrove Park via Imperial Park. It will use both new and existing carriageway.

2.5.2. Provision for General Traffic

From the new four arm signalised junction formed with Queens Road / Grange Road, the SBL will extend eastwards on a new single carriageway, two-way, 30 mph road which will utilise a reserved transport corridor to connect to Hareclive Road via a new four arm signalised junction. The junction will connect the new SBL link (western arm), the realigned Whitchurch Lane (northern and eastern arms) and Hareclive Road (southern arm). Realignment of Whitchurch Lane to link to the new signalised junction to the south of the existing priority junction formed with Hareclive Road. The SBL route will extend eastwards on the realigned and widened section of Whitchurch Lane. This will connect the SBL route to the existing Cater Road roundabout. Retention and conversion of the section of Whitchurch Lane that provides access to a foodstore and homestore into an access road. SBL provision for general traffic to terminate at the Cater Road roundabout, with vehicles able to connect to existing highway provision.

2.5.3. Provision for MetroBus

From the new Queens Road signalised junction to the Cater Road roundabout MetroBus vehicles will continue to share the single-carriageway provision with general traffic and will then route to the following existing roads:

o Hengrove Way to grade separated junction formed with the Imperial Retail Park, o Internal access roads through the retail park connecting to Hartcliffe Way (A4174) to the

east via an existing priority junction, o Hartcliffe Way southbound to Hengrove Roundabout junction; and, o Whitchurch Lane connecting with Hengrove Park.

Upgraded bus stop provision within the Imperial Retail Park.


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Additional MetroBus stops on Queens Road, Hareclive Road, outside the Hospital in Hengrove Park, and at City of Bristol College.


Open space on either side of the SBL route in the residential area between Queens Road and Hareclive Road with provision for pedestrians and cyclists. Re-provision of footways on either side of Whitchurch Lane as part of the realignment proposals for Whitchurch Lane.

2.5.5. Landscape Proposals

Creation of a strong framework of tree cover along the road corridor that links through and beyond the Hareclive Road junction. A strong tree line parallel to the shared cycle/footway between Heggard Close and the Hareclive Road junction. A planted central reservation with park style/ornamental shrub planting and semi mature trees.


A buried bridge consisting of a concrete slab on bank seats supported by bored piles to protect existing culvert for the Malago. A range of measures to ensure that runoff for all new impermeable areas would be attenuated such that it would not cause or increase flooding elsewhere. Carriageways above known historical groundwater levels to ensure no flood risk.


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3. Environmental Assessment 3.1.1. The EIA Directive (Council Directive 85/337/EEC as amended) sets out procedures that must be

followed for such projects before they can be given planning permission. The Directive is legally transposed via statutory instruments known as Regulations. The Regulations that are applicable to the SBL Scheme are the Town and Country Planning (Environmental Impact Assessment) Regulations 2011. SBL is classified as EIA development as it is development of an infrastructure project with an area over 1 hectare within Schedule 2 of the Regulations and therefore it requires an Environmental Impact Assessment (EIA).

3.1.2. EIA is a tool for systematically examining and assessing the impacts and effects of a development on the environment. It is an iterative process and is used to inform design. It also involves consultation with various bodies and the public to be undertaken to inform the design process. A scoping opinion was obtained from both North Somerset Council and Bristol City Council which sets out the matters which should be covered in the EIA process. The Environmental Statement (ES) is the formal reporting of the EIA process and contains:

A description of the development, including any alternatives considered; A description of the existing environment at the site and surrounding areas; A prediction of the potential impacts on the existing human, physical and natural environment at the site and assessment of subsequent effects; A description of mitigation measures to avoid or reduce such effects; and A Non-Technical Summary.

3.1.3. The objectives of the ES are to ensure that environmental factors are considered throughout the project, and the decision-making process, and potential adverse and beneficial environmental impacts are identified and assessed. As a result of this assessment process, potential measures to avoid or minimise any likely significant impacts can be identified and where necessary subsequently implemented.

3.1.4. An EIA of the effects of the Scheme has been conducted in accordance with relevant guidance, industry good practice and methodologies. The EIA is reported in the Environmental Statement (ES) comprising Volume 1 (Non Technical Summary), Volume 2 (the main ES) and Volume 3 (technical appendices and figures).

3.1.5. This Non-Technical Summary (NTS) provides a summary of the findings presented within the ES.

3.1.6. A summary of the environment of the SBL corridor is given section by section from north to south. This is followed by key findings of the assessment, topic by topic, covering impacts during construction and operation of the Scheme. Consideration is also given to the impact of the Scheme when taken together with other projects either nearby or affecting traffic levels in the Scheme corridor.

3.2. Site and surroundings

3.2.1. Site and surroundings are better described by splitting the SBL scheme into five sub-sections, as it better reflects the varying landscape and environment that characterises the application site.

Section 1: A370 to Railway Line

3.2.2. This section falls within the Green Belt and is bounded by the A370 along the northern extent of the Scheme, with the settlement of Long Ashton lying on the opposite side to the north west. There are some historical features close to the route including listed buildings and monuments within Long Ashton which is a designated Conservation Area. The Ashton Court Grade II* Registered Park and Garden is located 0.5km directly north beyond the A370, with the landscape surrounding the Court identified as a Site of Special Scientific Interest (SSSI).


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3.2.3. The Long Ashton Park and Ride site is adjacent to the A370 in the north east of this section which will link to the proposed bus-only route. Ashton Vale Fields Wildlife Site lies immediately east of the bus route. PROWs and a National Trail known as the Community Forest Path meet and cross the proposed road carriageway and bus route at various points, with Longmoor Brook dissecting the area in an east-west direction.

3.2.4. The landscape within this section is characterised by level open ground comprising agricultural fields lain to grassland, aligned by mature hedgerows and scattered trees. An area of floodplain lies in the north of the section, which includes marsh and semi improved grassland. The Scheme will provide a link into Brookgate Industrial Estate immediately west, which leads to the mixed residential and employment area of Ashton Vale within Bristol City administrative area. Finally, the Bristol to Taunton Railway Line crosses this section of the route east-west which sits on a raised embankment.

Section 2: Railway Line to Castle Farm and A38 (Bridgewater Road)

3.2.5. Southwards from the railway line, this section of the route runs through open countryside which falls within the Green Belt between Ashton Vale and south west Bristol. The route follows to the west of the steep wooded slopes of Colliter’s Brook which is identified as a Site of Nature Conservation Importance (SNCI). Here the route passes through the eastern flanks of South Bank Meadow Yanley Wildlife Site and Hanging Hill Wood Wildlife Site, an area of ancient woodland.

3.2.6. The route crosses the former Yanley landfill site owned and managed by Viridor Ltd and ascends to reach the A38 to the east of Castle Farm, a Grade II Listed Building. PROWs and the National Trail run alongside and cross the route through this section. The wider landscape is characterised by large scale pastoral fields separated with mature hedgerows and trees. The buildings of Yew Tree Farm are located to the east of the route, with the extensive Computershare office building situated further east, accessed from the A38. The urban edge of south west Bristol lies beyond the route corridor to the south of the A38.

Section 3: A38 to the edge of Highridge Common

3.2.7. This section completes the extent of the route within North Somerset Council’s administrative area, passing into Bristol City Council’s area at the western boundary of Highridge Common. The roundabout junction with the A38 will be centred over a triple conjoined Lime Kiln feature. This is not formally designated but recognised as a locally important heritage asset The SBL has been designed to ensure this feature is retained. Open fields and gently undulating terrain continue to the south of the A38, with the wider landscape dominated by the backdrop of the residential properties forming the urban edge of Bristol lying east. The village of Dundry is located to the west on higher ground. The residential property of Highridge Cottage and the cluster of buildings of Burnell Ltd are located south of the proposed route, with Chestnut Cottage and its associated curtilage buildings to the north.

Section 4: Highridge Common to King Georges Road

3.2.8. The route crosses the northern section of Highridge Common, an area of common land comprising open grassland with scattered scrub and tree cover, enclosed along the western boundary by hedgerows. The Common is identified as a Site of Nature Conservation Interest (SNCI) as it contains areas of wildflower rich meadow. Highridge Green and Highridge Road align the eastern and southern boundaries of the Common, fronted by two storey detached and semi-detached residential properties within generous sized plots, most with independent vehicular access.

Section 5: King Georges Road/Queens Road Junction to Hengrove Way

3.2.9. This forms the urban section of the route passing through the Withywood and Bishopsworth areas of south Bristol. The route passes along King Georges Road, a residential street of two storey detached and semi-detached properties, each with front and rear gardens enclosed by a variety of boundary treatments. Each side of the road is fronted by a strip of wide amenity grass with a row of intermittent trees and standard lighting columns. This is traversed by strips of tarmac surfacing used as crossovers to individual properties and informal parking. Footways align the


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road alongside the property boundaries. A public house with outside seating area is situated at the southern corner of the junction with Queens Road.

3.2.10. The route then crosses Queens Road to enter an area of unmanaged open grassland and scrub scattered with trees which forms a green corridor east-west between areas of housing from Queens Road to Hareclive Road. The land is held by BCC as ancillary housing land and is identified as a reserved corridor for the provision of SBL in the adopted development plan for Bristol City Council. It is crossed by surfaced and unsurfaced pathway connections between the housing estates. These are characterised by two storey detached and semi-detached properties with some three storey apartment blocks arranged along cul de sacs accessed from Goulston Road and Gatehouse Avenue. The route passes directly north of the Gatehouse Centre, a mixed community and employment facility adjacent to Hareclive Road.

3.2.11. A large area of green space opens out to the east of Hareclive Road which will accommodate a new junction for the proposed SBL route. This is fronted by a mixture of residential properties along Whitland Road to the south and the commercial properties of Cater Road Business Park to the north, fronting Whitchurch Lane. Once joined with Whitchurch Lane and onto Harcliffe roundabout, this will complete the new carriageway of the proposed Scheme. As outlined above, buses and other vehicles will follow existing roads along Hengrove Way, a dual-carriageway section with commercial development to the north and residential to the south. The bus route will then pass through Imperial Park and onwards to Hengrove Park via Whitchurch Lane.

Key Impacts

Transport and movement

3.2.12. The Scheme would enhance travel choice and help encourage the use of more sustainable travel choices. It would positively influence travel patterns by attracting patronage from other modes to this new corridor whilst having a beneficial effect on the operation of the existing congested highway network.

3.2.13. The Scheme would deliver substantial improvement to public transport infrastructure, passenger comfort, frequency and reliability and is predicted to attract significant levels of new passengers for the MetroBus as well as other public transport services.

3.2.14. Associated benefits include:

Journey time savings to and from the airport. Journey times between Cater Road and the M5 are expected to reduce. The implementation of the SBL will also result in improved journey times for buses that run to/from south Bristol, with the biggest decrease in average journey time expected for buses between the airport and the city centre. This is due to the reduction in traffic north of SBL, particularly along the A38, and the introduction of airport buses along the SBL. Provision of a new east-west cycle and pedestrian link, connecting Bishopsworth with the A38 and A370 at Long Ashton. This will provide a more accessible and attractive route than currently exists, encouraging more journeys by active modes and positive health outcomes. Where footpaths intersect the SBL, diversions, underpasses or appropriate crossings will be provided. Alternative connection between south Bristol, the A38 and the A370. At present the most direct alternative route is along the congested A3029 Winterstoke Road via the Parson Street gyratory and along either the A38 Bridgwater Road or the A4174 Hartcliffe Way. Traffic also uses Barrow Street or Yanley Lane to travel between the A38 and the A370. Reduction in traffic flows is forecast along surrounding residential streets, most notably along Whitchurch Road, Bishopsworth Road and Kings Head Lane. These streets currently function as minor (residential) distributor roads, accommodating traffic travelling between surrounding residential streets and the wider area via the A38. Due to the residential nature of these streets and their proximity to local schools, the SBL will provide important environmental and safety benefits associated with reduced traffic flows. Similarly traffic is forecast to reassign to the SBL from Yanley Lane and Barrow Street. Without provision of the new SBL road link, these two roads would continue to be used by peak hour commuters to travel between the A370 and the A38; a function intended for neither of these roads. The SBL will also attract traffic currently using the A3029 Winterstoke Road.


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The Scheme provides Bristol and North Somerset with an opportunity to consider suitable traffic management measures to reduce the attractiveness of the surrounding residential streets, congested routes and other unsuitable roads for non-local trips.

3.2.15. A capacity analysis undertaken shows that all junctions along the SBL route are forecast to operate within capacity with reduced queuing and delay at peak periods although some management measures may be necessary to meet traffic levels by 2031.

3.2.16. The impacts arising from the addition of AVTM and NFH primarily relate to the bus services that will use both these routes to access the city centre, (including associated changes in modal choice) and changes to the pattern of highway movements as a result of the traffic management measures required to facilitate both schemes.

3.2.17. SBL will, therefore, form an important piece of the wider transport investment in the West of England which will cumulatively transform the sub-region’s transport network, improving transport choices and the image and perception of the area which in turn are expected to facilitate further economic growth and regeneration.

Air Quality

3.2.18. The effect of pollutant emissions, concentrations of nitrogen dioxide and particulates from vehicle exhausts, from changes in traffic flow attributable to the SBL have been assessed at receptors near affected roads.

3.2.19. There would be no significant effects on local air quality with the SBL in place (with or without AVTM). The Scheme is likely to have beneficial effects on air quality at locations within the Bristol Air Quality Management Area (AQMA), particularly in the Bedminster area around Parson Street station where traffic congestion will be eased. Although locations adjacent to the SBL will experience increased exhaust emissions, pollutant concentrations are likely to be substantially lower than national air quality thresholds (not to be exceeded).

3.2.20. Construction 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.

3.2.21. Operation of the AVTM in combination with the SBL is not expected to result in significant adverse air quality effects. Cumulative impacts are not expected to be materially different to those predicted with just the SBL.

Noise and Vibration

3.2.22. Analysis of the noise impacts has been undertaken and reported following the guidance for a Detailed assessment, described in the Design Manual for Roads and Bridges. Noise levels have been predicted both with and without the scheme in both the scheme opening year (2016) and in the design year (2031). Increases and decreases in noise would give rise, respectively, to increases and decreases in nuisance.

3.2.23. Two 2.5m high noise barriers have been included in the scheme design to reduce the noise impacts within the reserved corridor. Major noise increases are expected along King Georges Road where noise barriers are not practical. Some properties along this section are likely to meet the requirements of the Noise Insulation Regulations. Typical noise insulation could achieve noise reductions of 20-30dB within the properties depending on the existing glazing and ventilation.

3.2.24. The beneficial and adverse noise impacts of the scheme are greatest in the opening year with larger numbers of receptors with perceptible increases and decreases in noise than compared with the longer term effects.

3.2.25. On opening there are approximately 1100 properties with perceptible increases in noise and approximately 2100 properties with perceptible decreases in noise. The greatest noise increases occur in the reserved corridor and the greatest decreases in noise occur along parts of Highridge Green. Decreases in noise are expected at some of the Important Areas near the Scheme. With


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the Scheme in place, overall there would be more properties experiencing adverse effects and fewer properties experiencing significant effects. The provision of noise insulation would reduce internal noise levels at approximately 90 properties to levels below those where significant effects would occur.

3.2.26. By the design year the Scheme would result in there being more perceptible increases in noise than perceptible decreases in noise. A comparison in the design year shows that there are approximately 520 perceptible increases in noise all within 600m of the Scheme and 210 perceptible decreases in noise occurring within 1500m of the Scheme. Perceptible changes in noise are not expected at any of the Important Areas. Taking noise insulation into account there would be fewer properties exposed to significant internal effects in the design year than if the scheme were not built.

3.2.27. If the scheme were not built all changes in noise would be negligible.

3.2.28. An estimate of construction noise impacts has been undertaken, showing that significant effects may occur at locations near to the scheme. These would be controlled through the Construction Environmental Management Plan and Best Practicable Means would be used to minimise adverse effects.

3.2.29. Within the scheme study area the results of the cumulative assessment, including the Ashton Vale to Temple Meads scheme, are similar to the SBL scheme in isolation. It is also unlikely that the inclusion of the North Fringe to Hengrove scheme would give significantly different noise impacts in this area.

Ecology and Nature Conservation

3.2.30. One European site designated for nature conservation has been identified within 2 km of the SBL - Avon Gorge Woodlands Special Area of Conservation (SAC). The Severn Estuary SAC/SPA/Ramsar site is linked to the Scheme via a hydrological pathway and lies approximately 10 km downstream from the centreline of the SBL. Five Special Areas of Conservation (SACs) with bats as qualifying features have been identified within 30 km. Two nationally designated sites lie within 2 km - Avon Gorge Site of Special Scientific Interest (SSSI), and Ashton Court SSSI. No significant effects as a result of the Scheme are predicted at any of these European or nationally important sites.

3.2.31. Two bat roosts assessed as being of national nature conservation importance are present within 1.5 km of the SBL and bat species, including greater and lesser horseshoe bats, have been recorded along the route corridor. The corridor provides good quality foraging habitat for bats, given the presence of woodlands, watercourses, mature hedgerows and trees. The proposed development will result in the loss of existing foraging habitats as well as one known roost site in a mature tree. However, the retention of woodland areas, creation of wildlife corridors and waterbodies will provide new foraging areas for bats and new bat roosts, in the form of bat boxes, will be included in the detailed design proposals. In the long term, it is envisaged that impacts through loss, severance, and fragmentation will be reduced and impacts to the conservation status of foraging and commuting bats will be not significant.

3.2.32. Of the eight non-statutory designated sites within 1 km, three are directly affected - Highridge Common SNCI, Colliter’s Brook SNCI, and Hanging Hill Wood Wildlife Site (WS). Habitat loss and fragmentation at Highridge Common SNCI is regarded as significant and a programme of habitat translocation is proposed. With appropriate monitoring and management and incorporation of the translocated grassland into the SNCI designation the impact on the integrity of the site will be mitigated. Impacts on the other two sites are regarded as minor.

3.2.33. Habitats within the corridor include broadleaved woodland, mature and veteran trees, hedgerows, unimproved and semi-improved grassland, and open water. The proposed development will result in the loss of some of these habitats but with habitat translocation and creation as part of the overall landscape proposals, including woodland and hedgerow planting, and surface water attenuation ponds to be created as part of the drainage management, the impact of any loss will be minimised.


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3.2.34. Habitats within the corridor also provide food and nesting opportunities for badgers, birds, reptiles, otters, hedgehogs, and terrestrial invertebrates. Assuming implementation of mitigation measures, impacts to these species and species groups have been assessed as not significant.

3.2.35. The SBL and AVTM schemes will join at the intersection southeast of Long Ashton Park and Ride. Cumulative impacts may arise through loss of some semi-natural habitats including scrub, marshy grassland and an area of sedge swamp of ecological value. Impacts to scrub and marshy grassland from SBL will be mitigated through extensive landscape planting and provision of waterbodies. There will be no impacts to sedge swamp from SBL and no cumulative significant ecological impacts to habitats are anticipated.

3.2.36. Other future developments are largely residential and/or commercial developments of brown field land within Bristol City. Ecological impacts from these schemes may arise through loss of habitats of value to wildlife such as scrub and mature trees but there are not expected to be any impacts acting cumulatively with SBL which would affect the assessment in this ES.

Landscape and Visual

3.2.37. The SBL would involve land take of approximately 5.8ha of agricultural land, largely comprising permanent pasture land, woodland and other non-agricultural land lost to the engineering and landscaping footprint of the Scheme.

3.2.38. The main landscape impacts include some loss of hedgerows and trees through the rural area, permanent diversion of PROWs, loss of common land and green infrastructure and impacts on the setting of historic assets, specifically Ashton Court Estate, Long Ashton Church and Castle Farm. These impacts will be mitigated, so within the agricultural field setting the boundary treatments are hedgerows and tree and shrub belts, while the section passing through the woodland stream setting would consist of some tree and shrub belts and woodland to integrate into this setting. With reference to lighting, Highridge Common represents a dark landscape and lighting along the new road would be a significant localised change for the properties in this area.

3.2.39. As the SBL enters the urban context the primary requirement is to retain the residential character and provide a parkland landscape through the reserved corridor with proposed landscape enhancements. Overall, the Scheme is likely to create a more strongly defined edge to south west Bristol than the current context in relation to form and vegetation structure and provide landscape and biodiversity enhancements; however it will permanently affect the rural landscape.

3.2.40. The proposals would result in visual impacts on the setting of designated areas and individual properties in the open countryside and footpath users and residents close to the route in the urban context. However in the long term proposed landscaping will reduce or remove these impacts and provide areas with landscape improvements providing visual interest.

3.2.41. The Scheme will have some permanent adverse effects on the visual amenity and landscape setting most significantly in sensitive locations; however with careful handling and high quality detailed design it will reduce these impacts whilst also providing enhancements through landscape amenity, biodiversity functions, landscape integration and visual interest which is compliant with the aims of landscape policy and protection of the countryside. Transitory impacts affecting visual amenity will occur during the construction phase, but these are not considered to be significant because of their temporary nature.

3.2.42. The main known schemes likely to give rise to potential cumulative impacts are, to the north the AVTM bus rapid transit scheme and to the south the North Fringe to Hengrove scheme. Both have been or will be subject to their own formal Environmental Impact Assessment. NFH will have no direct cumulative impacts. AVTM will have direct linkage to the SBL but this only in terms of the physical linkage at the Park and Ride and some of the buses on the AVTM continuing along the SBL. It is considered that neither will alter the ES in respect of visual and landscape impact.

Historic Environment

3.2.43. The proposed development passes through an area of limited heritage interest. Although the route from Grange Road to Highridge Common passes through Bishopsworth and Malago Conservation Area, its location would be in an area of limited architectural interest. There would


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be no effect on the setting of listed and historic buildings due to the presence of intervening vegetation. Overall, the proposed development would not affect the historic character of the Bishopsworth and Magalo Conservation Area. However, the development of the new road across part of Highridge Common, which forms part of the conservation area, would have a slight adverse effect on its historic character.

3.2.44. There is no evidence to suggest adverse impacts on known or potential archaeological deposits where the proposed development passes through the rural area leading to Long Ashton Park and Ride. The restoration and conservation of the triple lime kiln within the A38 junction would avoid its destruction and have a moderate beneficial effect; however, the effect of the proposed roundabout and highway adjacent to Castle Farm would be moderately adverse.

3.2.45. Given the relative distance from the Ashton Court Estate, views to the proposed development would be limited to glimpses from the higher parts of the estate. There would be no significant effect on views from the house, pleasure grounds or more low-lying parts of the estate. The effect would be limited to slight adverse, and will be mitigated further through the use of sensitive screen planting along the route.

3.2.46. The historic environment assessment considered a number of other schemes and established that the impacts of the SBL in combination with the proposed AVTM guided bus scheme would have a negligible cumulative effect; and the same assessment applies to the SBL in combination with the proposed NFH MetroBus scheme.

Water Environment

Flood Risk

3.2.47. Where feasible, drainage would replicate existing patterns by being re-infiltrated to ground using swales and infiltration. Where positive systems are required because of impermeable ground or possible pollution risks, e.g. across former landfills, the discharges would be balanced to green field rates and additional flood storage volumes provided. The Scheme would not increase flooding along the route and, in many cases, the risk of flooding in the areas would stay the same or would be improved.

3.2.48. The majority of the route of the Scheme has a good level of protection against flooding. New sections of the route would be constructed at levels which provide at least a 1 in 100 year protection from fluvial or combined fluvial / tidal events. The route may be subject to localised ponding or shallow flooding from surface water during fluvial events, but these would be short lived and in line with the standard of the existing surface water and highway drainage systems.

3.2.49. Whilst construction has the potential to have an adverse effect on fluvial flood risk, good construction practices and management measures will be put in place to ensure that watercourses and flood flow paths are not impeded by construction materials or activities.

3.2.50. In considering the combined effects of nearby developments, there is sufficient flood storage to avoid an increase in flood risk. However, other developments may present opportunities for complementary or linked drainage measures in order to optimise local flood management.

Water Quality

3.2.51. The construction phase of the development could generate an increase in the concentrations of some pollutants, in particular suspended solids from the mobilisation of silts and sediments during earthworks and from the movement of heavy plant and hydrocarbons and heavy metals from vehicle/equipment emissions which could find their way into the groundwater and nearby watercourses. Strict protocols will be put in place during construction to ensure that polluted runoff is contained and disposed of or treated before discharge to a watercourse.

3.2.52. Across the route corridor baseline information stresses the sensitivity of water quality, groundwater quality and groundwater attributes and other water bodies within the water environment. Hydrocarbon spillages and heavy metals from vehicle emissions on new/altered sections of road and changes in traffic conditions have the potential to affect pollution concentrations within the twelve water catchments crossed by the SBL.


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3.2.53. Groundwater quality would be protected by ensuring that no discharge is allowed to groundwater and by specifying piped drainage from the road, so avoiding or reducing diffuse or point source pollution pathways. The proposed works are WFD compliant. The significance of effect on each attribute of the water environment, based on environmental importance and magnitude of impact both during construction and operation is neutral.

Ground Conditions

3.2.54. Overall, the effect of the Scheme with regards to land contamination is anticipated to be largely neutral. Minor adverse effects may occur during construction by a temporary increase in leaching of contaminants to groundwater and watercourses (see above). There may also be a minor adverse effect on users of the PROW adjacent to the construction works through the railway embankment and Stones Landfill if these cannot be diverted.

3.2.55. A net result of the SBL is a slight adverse impact on the ground stability associated with areas of landfill. However, with careful consideration of the landfill materials and good design practices, the impact can be limited. Construction across Stones Landfill will require a ground improvement solution which does not compact the underlying fill and squeeze out the perched water/leachate in the landfill into the nearby watercourse. Appropriate measures to mitigate this that will limit the impact could include constructing the road as a floating road utilising geogrid or piled embankment.

3.2.56. The coal mining legacy in the area has been assessed. Based on desk study information and ground investigations carried out to date, the route corridor is considered to be at low risk of ground collapse/movement due to historic coal mine workings and untreated shafts.

3.2.57. Construction of the road across the landfills will create new slopes which have been assessed for long term stability. However, by the creation of these slopes, there is a minor adverse impact on the ground stability.

Land Use and Soils

3.2.58. The SBL passes through agricultural land, mostly used for grazing. Only a little is within the best and most versatile category (grades1, 2 and 3a). The significance of loss of 15ha to the engineering and landscaping footprint of the Scheme is assessed as only very minor adverse in terms of the national land resource.

3.2.59. Land will be acquired from two commercial farms, one equestrian establishment, and four small parcels let on annual grazing tenancies. With mitigation the residual effect is overall assessed as moderate adverse on Parsonage Farm and minor adverse on Castle Farm. The four smaller agricultural holdings are not commercially viable in their own right due to their size, irrespective of the Scheme. On one holding the effect is neutral and the SBL’s effect on common grazing on Highridge Common is also assessed as neutral, with the provision of exchange land. If the affected holdings remain in farming for some years following the SBL’s completion, some of the adverse effects may have diminished, while none would have increased.

3.2.60. The effects of land take and severance may become less significant if farms are reorganised or alternative land is acquired.

3.2.61. The effects of the SBL on local recreational land have been assessed. The SBL will result in loss of open space to the north of the mainline as well as loss of land from Highridge Common and from the Reserved Corridor; however land is to be provided in exchange for the land to be occupied by the SBL. The residual effects from the SBL on recreational land are summarised as follows:

Recreational routes: SBL does not result in the loss of recreational routes for walking or cycling across the entire route corridor. Footpaths which are intersected by SBL are subject to localised diversions and will be re-provided at their point of intersection with the scheme. This gives rise to an overall neutral effect;

Amenity spaces: SBL provides an overall net increase in amenity spaces, across three sites that is Open Space North of the Railway Line, Highridge Common and the Reserved Corridor,


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whilst acknowledging that this includes the loss of some land at the reserved corridor. This gives rise to an overall beneficial effect. o Severance: o Recreational routes: SBL does not result in any the severance of recreational routes for

walking or cycling across the entire route corridor. Footpaths which are intersected by SBL are subject to localised diversions and will be re-provided at their point of intersection with the scheme. This gives rise to an overall neutral effect;

o Amenity spaces: The SBL scheme proposals promote connectivity throughout each of the affected amenity spaces in a manner which is similar to their present functionality. The effects of the scheme at the reserved corridor cannot be fully mitigated, however, and as a result this gives rise to an overall adverse effect;

Accessibility: The scheme gives rise to the beneficial effect of providing a new orbital recreational and cycle route, which addresses existing shortfalls in rural and urban connectivity and significantly reduce journey times. Existing adopted PROWs and informal footpaths which are intersected by the SBL route corridor are diverted at point of intersection and integrated into the existing footpath network and, in most cases, into this recreational route. This gives rise to an overall beneficial effect;

Amenity: Recreational land, PROWs and informal footpaths which are intersected/otherwise affected by the SBL are subject to adverse amenity effects by virtue of their proximity to a new source of traffic road noise and associated visual impacts of the new highway structures. This gives rise to an overall adverse effect.

Socio-economic

3.2.62. From a socio-economic perspective, the Scheme is strategically aligned to local, sub-regional and national policies relating to sustainable economic development, regeneration and improving accessibility to employment and education opportunities.

3.2.63. The Scheme is expected to have an overall positive socio-economic impact. After the short-term disruption caused during the construction phase, the Scheme will result in Bristol city centre and the employment, education, training, retail and leisure opportunities available there, being more accessible to people living across the SBL’s catchment area. In addition, the implementation of the Scheme is anticipated to result in employment and business opportunities in the south Bristol area due to business growth and start-ups.

3.2.64. Recent studies have shown that transport is a major barrier to economic growth in south Bristol. The primary economic benefit of the Scheme will be helping to unlock the latent economic potential of the area, acting as a catalyst for jobs, which may be numbered in thousands, and would not be delivered without major transport investment

3.2.65. At the sub-regional level, the net number of jobs potentially unlocked by the proposed SBL scheme by 2030 is estimated at 3,100. Using the estimated net employment unlocked by the scheme, estimated net additional GVA in 2030 has been calculated at £199 million (Atkins, 2012). The estimated Gross Value Added (GVA) return on expenditure is 5.2 (increase in GVA/PVC).

3.2.66. With regard to combined impacts, SBL is one of eight major transport schemes proposed for the West of England sub-region. Together, they will make the sub-region’s transport system better, faster and more reliable and are forecast to increase the sub-region’s GVA by £1.2 billion by 2030. The SBL will connect with the AVTM route at Long Ashton and with the NFH route at Hengrove Park, creating a comprehensive rapid transit network connecting south and southwest Bristol with Bristol city centre and north Bristol. This will make access to employment, educational and training opportunities across Bristol easier and more reliable and will also improve access to retail and leisure services.


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4. Conclusions 4.1.1. The Environmental Statement reports the findings of the impact assessment for SBL – both the

physical impacts of new sections of road and alterations within the route corridor and the effects of changes in traffic flow across the network, together with the potential for future change to the environment, economy and quality of life experience, particularly when taken in combination with other rapid transit MetroBus routes.

4.1.2. As with most projects, there will be a number of adverse impacts, most occurring during the construction phase and which may be exacerbated if they are combined with other projects construction activities in the area. However, these are temporary and therefore the impact is considered to be acceptable when compared against the strategic need to address the poor transport infrastructure in south Bristol which results in severe traffic congestion and is a barrier to economic growth. Many of the potential adverse impacts have been shown to be mitigated by design and good construction management and, when considered in the balance, the wider benefits of the SBL in meeting the Scheme objectives are considered to outweigh any residual disadvantages that may be associated with the Scheme.

Copies of the Environmental Statement can be obtained either on CD or in hardcopy form; a charge may be made to cover part of the production costs. You can order these by contacting the applicant care of: South Bristol Link Project Team Highways and Transport Town Hall Walliscote Grove Road Weston-super-Mare BS23 1UJ Email: [email protected]

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