A Transport Proposal for the Western Riverside Development, Bath

Unfortunately, the only form of urban public transport known to most people in this country is the bus and this has become the transport of last resort. When bus services are improved in an attempt to attract urban motorists, the results are usually disappointing in the light of the effort expended and the increased pollution congestion and road damage from the extra buses outweighs the resulting small reduction in car use. Busways have proved equally unpopular, they produce a fragmenting effect on sites they cross and usually have a short, ineffective and expensive life.

A form of public transport which has been shown to work is the modern electric tram. It is a proven solution to the problems caused by the downward spiral of Public Transport in Britain. In America, many tramways are being reinstated to regenerate city centres devastated by excessive car use. The tramway is, unchallenged as the most effective public transport mode for promoting modal shift away from car use.
Recent new tramways in Britain have been constructed to a very heavy standard and would be unsuitable for Bath. Ultra-light rail makes many interesting claims but has yet to demonstrate long-term robustness.
A modern equivalent of the 'traditional' tramcar of around 15 tonnes weight would be the ideal compromise for Bath, requiring only a lightweight track structure and yet capable of handling the passenger numbers needed to give commercial viability.

'Trams for Bath' has put forward proposals for a tramway network using lightweight vehicles and track. The cost of construction would be less, per kilometre, than a busway and the track and vehicles could be expected to have lifetimes of 50 years or more. Operating costs are much lower than for a bus-based system, allowing a cheaper and better service to be offered during a longer period of the day. The fact that such a system was in use in the city from 1904 to 1939, and ran entirely unsubsidised with unbelievably low fares, gives a strong indication that a similar system would be equally viable nowadays.
The proposed residential routes are in the form of a central circle with radials, covering approximately 75% of the built-up area of Bath within a 250 metre (each side) corridor and 90% within 500 metres. These will intercept the potential urban motorist at the correct point, on his or her own doorstep. All Park+Ride sites are served by extensions of the residential services, the speed of tramways making a separate non-stop service unnecessary. This will take motorists arriving from outside the city more directly to their required destinations than would dedicated services to a central point.
The vehicles would be of level-loading low-floor construction to aid mobility-impaired people and could include provision for cycles. A detailed description of the proposal is available on computer disk and will soon be placed 'on line' as a website.

1) Development land values increase following an irreversible improvement in the public transport infrastructure. Tram routes are in a similar category to railway stations in this respect, they represent a high level of infrastructure investment and give confidence that they will not be removed at the operatoršs whim. Regeneration of derelict land was a prime consideration in the decision to use tramways for Sheffield and Wolverhampton.

2) The land area occupied by a tramway is less than for any other form of motorised transport, allowing better use to be made of land which would otherwise be wasted as roads and parking space. An estimated 15% more land could be made available for other uses when not taken up with vehicle parking.

3) The easy access and low travel costs of a tramway will attract industries to locate in the area and will assist them to recruit and retain their staff, thus reducing staff turnover and its consequent costs. For staff, the ability to arrive on time is a critical factor in deciding the transport mode for work journeys; the reliability of a tram service has been proven to reduce both perceived and actual car dependence. Modern Light Rail systems are used by all sectors of the community and will cater for the wide variety of personnel, from executive to unskilled worker, who will find employment on this site.

4) If entertainment premises or a stadium were built on the site, the 'elasticity' of a tram service would be a major factor in dealing with the transport problems which would otherwise arise.

Trams can carry at least twice as many standing passengers as they can seated ones. A tram with a rated seating capacity of 50, for example, will be allowed to carry over 150 passengers at 'crush loading' and will rapidly shift large crowds. The links this would give to virtually the whole of Bath and to all the Park+Ride sites will ensure that additional road traffic is not generated by these entertainment facilities in the built-up area.

5) A tramway emits no fumes whatever To be effective, the transport links from this site will have to pass through or near the City Centre, which must be protected from further pollution damage. Electric trams are the only non-polluting form of public transport already proven to work in Bath and to use them would be in line with the B&NES aim of sustainability in all new developments.

6) Successful projects depend on their intrinsic qualities and their "marketability". The presence of a tram network will enhance the marketing strategy and underwrite financial viability. If 'Blue Chip' organisations in Commerce and Industry or Tourism and Leisure are to be attracted, Western Riverside will be competing with Bristol's Harbourside and will need trams to ensure a competitive position.