CITY COUNCIL QUESTIONS ASKED BY MEMBERS OF COUNCIL … Council/201206191800/Ag… · has achieved its promised target of attracting hundreds of thousands more visitors to the city

Questions from Representatives of Full Council 19 JUNE 2012

Agenda Item 11(c)

CITY COUNCIL

19 JUNE 2012

QUESTIONS ASKED BY MEMBERS OF COUNCIL

FOR WRITTEN REPLY (CPR10) MQ01 COUNCILLOR R EDDY TO ASK COUNCILLOR G

POULTNEY, CABINET MEMBER FOR COMMUNITIES

BRISTOL URBAN ART FESTIVAL Q1. Can the Executive Member confirm whether or not

his Administration is hell-bent on turning the City of Bristol into the graffiti capital of Europe?

A1 Bristol's tradition of street artistry has been growing for

decades, without any support or encouragement from the Council for most of that time. It is only latterly that we have come to appreciate the importance and economic value of some of the highest quality street art, and how the Council can play a useful role in encouraging it, whilst still cracking down hard on nuisance graffiti. Where the economic impact of the 2009 Banksy versus Bristol exhibition, with 300,000 visitors, underlined the importance of one headline artist, 2011's See No Evil showed equally clearly the depth and breadth of Bristol's street art talent.

Q2. Will he tell me what consultation took place with

local businesses and nearby residential streets in relation to 'hosting' the so-called urban art displays which took place in parts of Bedminster and Southville over the Jubilee weekend?

A2 Upfest is a long-standing, independent event, not a

Council-run activity, so I can't claim credit for its undoubted success, nor can I speak in detail to its logistics. It is events like Upfest that show quite the

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depth of street art talent in Bristol, and I for one welcome it.

Q3. Was any financial (or other resource) contribution

made by the Authority to this so-called Upfest event?

A3 See A2 response Q4. Can the Executive Member state whether or not the

“See No Evil” permanent feature in Nelson Street has achieved its promised target of attracting hundreds of thousands more visitors to the city - drawn here specifically to view this spectacle?

A4 We haven't funded the necessary level of visitor

audience research to be able to state with any particular degree of scientific confidence the full impact of last year's See No Evil initiative. There are however a number of readily available and unmistakable proxy indicators of success, such as the huge volume of national and international positive media coverage of the event, and the inarguable increase in the number of pedestrians who now walk down Nelson Street, making it much safer than it was previously. I'd invite Cllr Eddy to walk down Nelson Street with me one weekend and count the number of people taking photos nearly a whole year later, and ask some of them whether Bristol's edgy reputation played a part in their decision to visit. The success of the 2009 Banksy exhibition posed the question 'What next?'. See No Evil in 2011 answered that question, and built on the earlier momentum. Whilst I readily accept that street art is not everybody's cup of tea, it is one of several important genres, characteristics or movements which together make Bristol attractive to so many different audiences, alongside Bristol's reputation for world class circus skills, theatre, our music scene, animation, film-making, digital creativity, pervasive gaming, lively debate, a curious penchant for zombies, academic excellence, natural history, or our centuries' heritage in engineering. To celebrate and cherish each one is not to denigrate the rest - successful cities play to all their strengths, and I am unashamed in

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recognising that street art is one such Bristol asset - with the best yet to come.

MQ02 COUNCILLOR R EDDY TO ASK COUNCILLOR T

KENT, CABINET MEMBER FOR BUDGET AND TRANSPORT

PLANNED NEW CITY CENTRE LAYOUT

Q1. Can the Executive Member advise me as to who is

responsible for designing the planned new City Centre road layout?

A1 The proposed layout has been designed by the Bristol

City Council Engineering Practice in conjunction with the City Design and Major Projects Groups from Bristol City Council.

Q2. Can he tell me whether or not any alternative

modelling schemes were considered and/or discarded?

A2 A number of schemes have been considered through an

iterative design process. This has been on-going since the original NFH Package Major Scheme Business Case was submitted to the DfT in March 2009 through the Best and Final Funding Bid submitted in September 2011 and now to the pre-planning application consultation being undertaken.

Q3. Whilst most people agree that the current

'scalextric' arrangement represents a hopeless confusing compromise, is the Executive Member confident that the idea of bisecting a largely pedestrianised area will fare any better?

A3 Yes. The proposed layout will provide a much better

balance between pedestrians, cyclists, public transport and traffic whilst ensuring high quality pedestrian and cycle links to adjacent destinations and neighbourhoods. Baldwin Street will remain open following extensive discussions with the business community

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Q4. Has any analysis been undertaken into the extraordinary £8 million price tag for this redevelopment?

A4 Detailed capital costs for the scheme were developed

for the Best and Final Funding Bid submitted to the DfT in September 2011. This cost includes not only the capital cost for the engineering works but also allowances for risk and inflation, which converts this into an outturn cost.

Q5. The Executive Member is quoted as suggesting that

the new layout will produce better traffic movements. Can he state what will be the likely impact of these changes on the motorist - which still represents the predominantly favoured mode of transport into, out of and around this city?

A5 We are currently in the process of reviewing the impacts

of the BRT network on the City Centre, particularly the improvements proposed for The Centre. We have initial figures but need time to review, understand and comment on them before releasing them as part of any traffic impact assessment that would form part of our planning application to Bristol City Council.

The new layout is currently out to consultation, which is

a deliberate step to understand the potential impacts on all road users. The layout will continue to be assessed and reviewed in the light of consultation responses and I would welcome feedback from motorists as well as bus users, cyclists, and pedestrians on the plans.

MQ03 COUNCILLOR G GOLLOP TO ASK COUNCILLOR T

KENT, CABINET MEMBER FOR BUDGET AND TRANSPORT

GREATER BRISTOL BUS NETWORK (GBBN) A4018 WHITELADIES- WESTBURY ROAD CORRIDOR

Q1. Is the Executive Member aware of the excessive

traffic delays caused by the Greater Bristol Bus

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Network bus lane imposed on the inbound section of Westbury Road from Henleaze Road to North View?

A1 The Executive Member is aware that traffic problems are

occurring in the vicinity of White Tree roundabout. Building works being undertaken by a developer on North View have required the introduction of temporary traffic signals and shuttle working. This has clearly been one the contributing factors. The council will continue to monitor the traffic situation and introduce any measures to ameliorate the problem. However, the council cannot undertake a full evaluation of the effectiveness and impact of the bus lane until the works on North View have been complete and traffic patterns have returned to normal.

I have attended the vicinity on several occasions over

the last few weeks to observe traffic along with Cllr Morgan and a transport officer. Other issues which I feel maybe having an effect are the widening of the roundabout has increased speed on it and is allowing traffic from Parry’s Lane out more easily which is having a negative effect upon the roundabout. In addition the previous plans, which the Down’s Committee refused to back would have also assisted flow. Westbury Road could also have some capacity increased upon it through different markings. The addition of the bus lane is only one of several changes in the vicinity of the roundabout.

Q2. Is the Executive Member conscious that in the rush

hour both buses and cars now have to queue for a significant period of time before the buses can have access to the bus lane?

A2 Data supplied by First Group has shown that the delay

to buses on this section of road varies from 6 seconds (off-peak) to just 1 minute 22 seconds (in the morning peak, using an average of the September to April journey times from the Brecon Road to Westbury Road B bus stops compared to the May figure). First believe that this delay will cease once the temporary traffic lights

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are removed from North View, and the bus lane will provide the faster journey times for which it was designed.

Q3. Has the Executive Member been briefed that no

action can be taken until the road works in North View are completed?

A3 See answer to Q4. below. Q4. If the answer to the previous question is yes, does

he appreciate that this excuse is in fact a red herring, as these road works have no impact on the inbound traffic flow?

A4 The building works and temporary traffic signals on

North View are clearly one of the contributing factors to traffic problems in the vicinity of White Tree roundabout, a robust assessment of the effectiveness and impact of the bus lane cannot be undertaken until the works have been completed and traffic patterns retuned to normal. But we are currently looking at a set of further changes in the vicinity including markings on the roundabout itself to help control speeds and improve access onto the roundabout via Westbury Road.

Q5. Can the Executive Member advise me as to the daily

amount of additional CO2 emission created as a result of this bus lane?

A5 Measuring changes in the atmospheric levels of

pollutants is carried out on a year-on-year basis, comparing the data from any particular month with the same month in the following year. The changes at White Tree roundabout have not been in place for long enough for such a comparison to be made.

Q6. I know that the Executive Member is both pragmatic

and practical; in the circumstances, will he take immediate action to remedy this ridiculous situation?

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A6 The immediate change that could be made is the application of lane markings on White Tree roundabout; officers are currently considering options, and will be advising me shortly.

MQ04 COUNCILLOR L ALEXANDER TO ASK COUNCILLOR

T KENT, CABINET MEMBER FOR BUDGET AND TRANSPORT

BUS RAPID TRANSIT CONSULTATION NORTH FRINGE HENGROVE PACKAGE

Q1. Can the Executive Member advise me on the point of

holding a BRT public consultation if, as his Officers have stated, nothing can be changed on this particular route?

A1 We are currently undertaking pre-planning consultation,

focussing on the detail of the forthcoming planning application. Points of detail will be considered and potentially revised in light of the feedback obtained through this consultation.

Q2. Further to question 1, if this is not in fact the case, is

the Executive Member prepared to give me a categorical assurance that (unlike on previous occasions) his Transport Planners will listen and incorporate reasonable responses received?

A2 This has been answered in Q1 Q3. Can the Executive Member provide me with the

statistical analysis undertaken to establish predicted figures for usage of the North Fringe BRT scheme?

A3 This information is available in the Best and Final

Funding Bid submitted to the Department for Transport in September 2011. This is a publicly available document that is easily found but to assist here are the links to the relevant documents:

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The documents which contain the statistical anlaysis for the predicated figures for usage of the North Fringe to Hengrove Package are contained within the supplementary documents section of the Best and Final Funding Bid. These documents are located here: http://www.travelplus.org.uk/best-and-final-bids/supplementary-documents

The relevant documents for the question are listed below with a link to them on the internet below and I would particularly refer you to Document 4 which is the North Fringe to Hengrove Forecasting Report:

1. NFHP Public Transport Assignment Model Development Report (http://www.travelplus.org.uk/media/222343/woe%20nfhp%20supp%20doc%20c.pdf);

2. NFHP Demand Model Development Report (http://www.travelplus.org.uk/media/222346/woe%20nfhp%20supp%20doc%20d.pdf);

3. DfT Engagement - Modal Constant Assumptions (http://www.travelplus.org.uk/media/222349/woe%20nfhp%20supp%20doc%20e%20.pdf); and

4. NFHP Forecasting Report (http://www.travelplus.org.uk/media/222364/woe%20nfhp%20supp%20doc%20j.pdf).

Q4. Is it possible to break this data down to indicate

projected use at specific stops on or sections of this line? For example, how many people are expected to travel from the South to the North of the city to work?

A4 We are currently reviewing the forecast patronage

analysis and therefore cannot provide this information at the moment. Once this review has been completed, we will be happy to supply this information to you. In the

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documents listed above you will find such breakdowns available from demand areas.

Q5. What consideration has been given to the

environmental effects on the areas affected? A5 The planning application will be accompanied by a full,

detailed Environmental Impact Assessment which will include assessments of air quality, ecology, habitats, noise and vibration, ground conditions and other key indicators.

Q6. In my ward - Frome Vale - it is proposed to run the

BRT along Stoke Lane, which is already at a standstill during rush hour. Does the Executive Member seriously believe that reducing road capacity even further at this location will do anything to resolve this problem?

A6 The scheme does not propose to reduce road capacity

on Stoke Lane, which will remain a two-way single carriageway route for general traffic. What is proposed is localised widening of Stoke Lane to provide a new southbound bus lane. The scheme also proposes capacity improvements (including signal improvements and road widening) to the Stoke Lane/Frenchay Park road junction in addition to new pedestrian crossing points.

Q7. Given our aspirations to be a major European

'Green' City, can the Executive Member explain why his Administration seems determined to concrete over the best agricultural land in Bristol - especially when there is no proven need for a Park and Ride so close to the City Centre?

A7 A Park & Ride is not proposed as part of the North

Fringe to Hengrove Package. For the Stapleton Allotments, we are maintaining approximately 60% of the allotments in place with the remaining 40% to be relocated with the same size or larger plot sizes.

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Q8. The Executive Member is aware that in order to facilitate this Park & Ride, planners intend to build an extra wide bridge over the M32. As this facility is meant predominantly to benefit commuters from South Gloucestershire, does he not agree that it would be far more logical to site it in that administrative area?

A8 To allow for the bus only junction and a future Park &

Ride, it is the intention of the NFH Package to provide a bridge over the M32. A future Park & Ride in this area is intended to serve all those visitors from outside Bristol who would use the M32, particularly concentrating on those from the M4, to access Bristol City Centre.

The future Park & Ride site location was determined

following a detailed options assessment. This assessment determined that the Stapleton Allotments and Smallholdings area was the most suitable site for a future Park & Ride.

Q9. Can the Executive Member provide me with a

rational justification for desecrating an area of productive land to save six minutes on a bus journey into the City - especially when there is already a Motorway in place for this purpose?

A9 We expect the new bus only junction to typically save

approximately 8 minutes on the journey through to UWE and the North Fringe if only using M32 J1. This is a significant journey time saving when considering the route will serve both the north and south of Bristol.

UWE is a key destination for the Bus Rapid Transit

network and the provision of the proposed bus only junction with the journey time benefits it can bring offer a clear advantage over similar trips that might otherwise be made by car. The bus only junction will also allow for a future potential Park & Ride site.

Q10. This Council has just consulted on the Options for

Site Allocations and it is expected that hundreds of houses will be built on three sites on adjacent

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Blackberry Hill, with plans to build more homes on the Frenchay Hospital site and at the other end of Stoke Lane. Can the Executive Member please tell me what practical consideration has been given to the effects of his transport infrastructure plans upon these nearby areas?

A10 The proposals for BRT are designed to improve access to public transport across the West of England and, in overall terms, allow developments such as Blackberry Hill to take place with a reduced negative impact on transport and the environment.

MQ05 COUNCILLOR S COMER TO ASK COUNCILLOR G

HOPKINS, CABINET MEMBER FOR ENVIRONMENT AND COMMUNITY SAFETY

MAYORAL REFERENDA

In the Mayoral referenda held on Thursday May 3rd 2012, two cities (Bristol and Nottingham) had no local elections on that day.

Q1 Nottingham (which has 75% of the population of

Bristol) managed to count its referendum overnight and declare the result before 01:30 am. Why was it not considered practical for Bristol to also count overnight?

I think it is fair to say that the Election And Democracy Committee in general were most concerned to avoid a repeat of the count debacle of a couple of years ago and have therefore agreed recommendations for counts that have focussed on avoiding embarrassing mix ups rather than pressing for the earliest possible result. The rest of the answers are printed unaltered from the returning officer. A1 The Counting Officer (in this election the Head of Legal

Services, Stephen McNamara) was responsible for

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taking the decision as to where the referendum count should take place and when it should take place.

He took his decisions after consultation with the Election

and Democracy Committee on 13th December 2012 Plans were in place for a possible turnout the same as the Alternative Vote referendum of 42%, 131,000 ballot papers.

The Counting Officer decided to hold the referendum at

Ashton Gate in order to maximise the number of count staff, and therefore the speed of counting the votes.

The decision was made to hold the count on Friday 4th

May during the day rather than at night to avoid greatly extended working hours for key staff who would be fresh for the Friday process. Receipting the ballot boxes on Thursday night avoided Presiding Officers being on site at the same time as counters, agents and candidates.

Q2 Why was it necessary to hire an outside venue for

the election count? Was the Council House not available? In the past Euro elections have been counted at the Council House, so why could that not have been done for the referendum?

A2 The referendum could have been counted at the Council

House, but the Counting Officer was of a view that it was better to have it at Ashton Gate for a number of reasons. Ashton Gate provided more spacious facilities, which meant that the number of counters that could be employed was 168 rather than 70, there was also a greater ease of access for 164 presiding officers delivering ballot boxes.

The Council House was available, and was used for the

postal vote scanning centre. The 2009 European election was counted at Ashton

Gate, and the 2004 was counted at Whitchurch Sports Centre

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Q3 What arrangements are being considered for counting the elections for Mayor and Police Commissioner in November 2012?

A3 The Returning Officer has brought a report to the

Election and Democracy Committee on 16th May 2012. The Returning Officer’s intention is to verify the ballot

boxes at the University of the West of England Conference Centre Thursday night and count the Mayoral election on Friday morning also at the UWE Conference Centre.

The Returning Officer has decided to use this venue for

the following reasons: • It is the same location as the count for the Police

Commissioner elections. • Excellent comfortable facility. • To speed up the count. The count will be complex

and potentially lengthy due to: o Very large ballot papers. o The two stages of the supplementary voting

system. o There may be up to 15- 25% spoilt ballot

papers.

The UWE venue has the capacity for large numbers of staff in excess of 168 used at Ashton Gate which will speed up the count. Potentially double this number could be used.

It is just outside the boundary and easy access by

motorway and public transport. Any cross contamination issues can be resolved

quickly. The team of 10 Electoral Services staff will have

one base. Returning Officer is responsible for both elections,

one location, will facilitate the meeting of this duty. The Returning Officer is proposing to count during the

day. This is to ensure the accuracy of the count and to

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minimise the impact on - and potential exhaustion of - election staff, candidates and agents from counting throughout the night. There is also the potential problem of adverse weather conditions in November.

Q4 Given the long delays experienced in 2011, and

mindful of the fact that the 2013 local elections are not going to be held in tandem with other polls, will he recommend that his committee consider returning the past practice of having the majority of counts undertaken in local wards?

A4 The Election and Democracy Committee is not a

decision making committee, but rather makes recommendations to the Returning Officer. The Returning Officer notes the views of Councillor Comer and invites him to attend relevant meetings of the committee which consider the local elections in 2013.

MQ06 COUNCILLOR L ALEXANDER TO ASK COUNCILLOR

T KENT CABINET MEMBER FOR THE BUDGET AND TRANSPORT

GREATER BRISTOL BUS NETWORK: A432 STAPLETON–FISHPONDS ROAD CORRIDOR

Q1. Can the Executive Member tell me why it is taking so

long for the section of this dedicated bus lane through Fishponds to become operational? The necessary road works have now been completed for more than 6 months?

A1 Although the physical works were substantially complete

by January, the bus lane and the new parking regime cannot be made operational until the relevant lines and signs are in place. The new lines started to be installed after the extensive re-surfacing was completed in the early spring, and almost all the signs are now in place with some minor snagging required.

Before the bus lane becomes operational, advanced

signs warning people that the new restrictions are being enforced will be installed along the route, both for the

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parking and the bus lane times. We anticipate that this will commence at the end of June/beginning of July.

Q2. As the Executive Member was warned, the

pedestrian crossing across Hockeys Lane, at the junction with Fishponds Road is very dangerous. Large numbers of cars still use this turning to get to Morrisons. When is he going to accept that his transport planners were wrong and the current traffic arrangement at this point must be changed?

A2 The road safety audit was carried out on Fishponds

Road in the last two weeks, although we are awaiting the full written report. In advance of the full audit report being completed, any urgent safety issues would have been notified to me. None were identified.

As has been reported to you by officers recently, two

final signs will be installed and we are working with the Police with a view to enforcement being undertaken shortly. The banned turn is necessary for the operation of the junction with ‘walk with’ pedestrian crossing facilities that maintain the traffic capacity at this important junction.

Q3. Will the Executive Member explain why no notice

was taken of local people during the consultation process when it was suggested that the pedestrian crossing should be re-sited part way up Hockeys Lane?

A3 Full and proper consultation was given to comments

provided during consultation. The conclusion was that the pedestrian crossing is provided in the correct location for people walking up and down Fishponds Road for shopping trips or commuting to and from work, which have been observed in large numbers. It is not solely provided for access to the library and Morrisons. Re-locating the crossing part way up Hockey’s Lane would lead to there being significantly less green time allowed to pedestrians (most likely one period of six seconds per 96 second signal phase, possibly two off-

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peak) compared to the current situation of 39 seconds out of every 96 seconds. To avoid the potential conflict between the two sets of signals, which would be complex to manage, the crossing would need to be at least 50m into Hockey’s Lane, well away from the desire line in a location where the pavements are quite narrow. Even in this situation, there would be a high potential of the crossing causing traffic to tail back across the junction and block Fishponds Road during peak periods.

Q4. To ease traffic congestion on this route, please can

you advise why the decision was taken not to widen Station Road even though space was allocated for this purpose way back in 1940?

A4 Station Road, which has a 7.5t weight limit, is wide

enough for all vehicles permitted to use it – refuse lorries have been observed passing along the road with ease while the parking areas were in full use.

If the widening that has been considered was carried

out, the carriageway would be barely amended – the provision of a pavement on the northern side was the main benefit of any widening.

Q5. I understand that it is now proposed to direct larger

lorries down Channon's Hill and around the one-way system to cross the main road to Morrisons. This, I am afraid, represents the worst of all worlds - a banned left turn and large lorries being directed down unsuitable narrow roads. Can you provide me with an estimate of how many people will have to be killed or maimed before you will be prepared to admit that these two ideas are just plain wrong?

A5 Station Road, which has a 7.5t weight limit, is wide

enough for all vehicles permitted to use it – refuse lorries have been observed passing along the road with ease while the parking areas were in full use.

If the widening that has been considered was carried

out, the carriageway would be barely amended – the

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provision of a pavement on the northern side was the main benefit of any widening.

Q6. Please can you confirm that the 3rd safety audit

is/has been undertaken by an organisation completely independent of Bristol City Council?

A6 The stage 3 road safety audit was recently carried out

by transport consultancy firm Halcrow, the formal report will be received shortly.

Q7. Was a copy of the Neighbourhood Partnerships

snag list given to the auditor prior to his/her assessment?

A7 The Project Manager was only provided with this list on

12 June, but the road safety audit site visit was carried out at the end of May. The staff who undertake road safety audits are trained professionals qualified to do so, some may carry them out as their full-time role. These people do not require direction in issues to be sought, and we cannot prejudge what issues they may pick up.

Q8. Residents, especially those with children or the

elderly, do not feel safe using the traffic refuge in the Fishponds Road at the junction of Manor Road. When are we going to get a barrier - railings or a wall to keep them safe?

A8 As has been detailed to you by officers previously,

design guidance over a number of years has strongly advised in favour of decluttering. This has come as guidance from the DfT, is strongly supported by English Heritage, and can be seen in places such as Kensington High Street. This approach is also enshrined in the council's emerging Public Realm Toolkit, and has been applied here for these reasons. Barriers have not been used on any pedestrian crossings installed as part of GBBN, and have been removed from some that have been upgraded.

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Q9. When is a box junction to be installed at the intersection with Radley Road? Currently, at this point, motorists wanting to turn right are faced with speeding cars coming towards them in the Manor Road filter lane?

A9 A Stage 3 Safety Audit is currently being carried out and

subject to this not proposing significant modifications to this junction it is intended to install Keep Clear markings to improve all round movement, reduce delays and resolve any potential conflicts for vehicles turning right in and right out of Radley Road.

Q10. When is the island at the mouth of Oldbury Court

Road going to be reduced so that lorries can access the one-way system? At present, heavy goods vehicles have no alternative but to exit against traffic flows?

A10 A number of alternative routes for HGVs to exit Oldbury

Court Road have previously been detailed to you by officers, meaning there is no need for lorries to contravene the one-way direction of flow at this point.

Q11. When is the bollard and protruding pavement in

Straits Parade, opposite the bus stop, going to be removed? This obstruction is causing long traffic queues back onto the Fishponds Road whilst passengers enter/exit the bus and during standing time as drivers wait to keep to their timetable!

A11 The shape of the pavement in Straits Parade delimits

the areas of parking, as we sought to maximise throughout the project. The build-out in question protects both the area of 90 degree parking and the parallel parking opposite 7-11 Straits Parade; removing it would require the removal of this latter element of the parking provision, approximately five spaces. We will remind all operators using this bus stop that it is not to be used as a layover or timing stop. The introduction of smartcard bus ticketing should also have a positive impact on bus dwell times.

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Q12. The bus shelter on the main road of Straits Parade

(by Odd Bins) is obstructing vision for vehicles exiting the junction. This stop contravenes Highway Code regulations as motorists cannot see cars trying to overtake the bus - when is it going to be moved?

A12 This is another issue that has previously been explained

to you by officers with the following details: When a safety note was prepared on the Fishponds Road bus stops in June 2011, this one had not yet been built. However, the layout is almost identical to the outbound stop at Hawkesbury Road, where the note states: "In this instance the junction is in front of the stop so any potential conflict is between outbound vehicles overtaking a bus and right turning traffic from Hawkesbury Road [read Straits Parade]. Given the overall improvements to visibility at the junction with the junction being brought forward and parking removed, this has improved safety at this junction. Anyone turning right should take care as they would have to have done due to parked cars prior to this work. Any vehicles overtaking the bus should only do so if they can see that it is safe to proceed, and forward visibility is good to enable drivers to make this judgement."

In more general terms, the note also says: "In all cases consideration has been given to the visibility from the side roads and minimum standards met or exceeded where possible. Where bus stops are located so that the bus would be sitting in the visibility splay, care has been taken to ensure that any physical permanent obstructions are avoided. Therefore, bus shelters have been reduced to half end panels [as is the case here], panels removed or in some cases no shelter has provided at all where particular difficulties have been identified.

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This approach has reduced the times when visibility is restricted to those occasions when the bus is at the stop. At all other times this design has removed parking from close to the junction making it easier and safer to exit."

MQ07 JENNY SMITH TO ASK COUNCILLOR G MORGAN,

CABINET MEMBER FOR CARE AND HEALTH

HOME CARE BILL

I have come across a number of instances where clients receiving care in their homes have a number of concerns regarding the bills they are receiving. I have received other complaints regarding the problems that those receiving this service have raised not only with myself but also through other councillors and our staff.

Q1 I am informed that these bills are up to 16 weeks in

arrears. What is the current situation? A1 It is extremely concerning to hear that there are delays

in the timeliness of bills being sent to service users. Whilst the care will be commissioned through Health and Social Care, responsibility for the billing sits with Shared Transactional Services (STS). If you can provide the name and address of any service user(s) who are concerned about any delays we can investigate it robustly and provide a detailed specific response. Under the Fairer Contribution Policy we can, and do on request, calculate charges to bring payments up to date if requested by a service user.

In relation to the current position, the delay between the date of care being delivered and a service user receiving a bill for that care is 16 weeks. However, it is important to note that Shared Transactional Service (STS) are still sending bills on a 4 weekly basis, i.e. bills are being sent to service users regularly, but they are for care that was delivered 16 weeks ago. The 16 week difference was accrued as a result of system changes in 2011 which

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meant that for a period of time there were no bills produced.

It has always been the case that there is a delay of at least 8 weeks between the date of care being delivered and the actual billing date. This is due to information coming from a number of different systems which allow us to bill service users accurately. The implementation of the Electronic Monitoring System (EMS) now means that we will be able to reduce the time between care being delivered and service users receiving a bill for that care to under 4 weeks. This is the target that STS are working to achieve by January 2013.

STS are extremely concerned about this delay and a

plan is in place for how we will be reducing this. One option is to send service users a bill for 16 weeks of care so that the payments are realigned to the normal payment periods. However, this is not advised or proposed due to the concerns and distress that this will cause service users. Therefore, STS will continue to bill service users every 28 days, but the bill will be for a 6 week period of care, meaning that each month the service user will be “catching up” on their back charges. By December 2012 this will have resolved the issues of the backlog and we will be back into a cycle of billing every 28 days for a 4 week period of care. We feel this will be a better and more consistent way of catching up with the backlog of billing and will cause the least distress and concern to service users. STS will of course be writing to service users to explain how this will work.

Q2 I am advised that until recently it was much worse

and up to 20 weeks in arrears. Is this also the case? A2 There has been occasion when there was a delay of

more than 16 weeks, however, as outlined above this was due to system implementation changes and we have been consistently billing every 4 week period this calendar year.

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Q3 Clearly this could result in our losing money, which we are owed as an authority. How much money is outstanding in payments to the council?

A3 As you have highlighted in one of your questions, older

people generally are very prompt with their payments when bills are sent out. There is relatively a low value of debt in relation to bills sent by STS to HSC service users. On a monthly basis the contributions sought from service users are in the region of £500k, (obviously this varies from month to month). I am pleased to report that nearly 90% of this amount is paid promptly each month. The delays in billing outlined above have not impacted on this, and the amount outstanding for the last 2 months have been consistently circa £60k.

Q4 What consideration has been given to the stress

that this is causing elderly residents who are used to clearing bills as soon as they possibly can?

A4 We are concerned to hear that people are distressed

about this delay, but we have been working hard to resolve the issues as soon as possible. STS have been dealing with a number of queries from service users who have contacted Client & Carer Financial Services to query the delay in their bills. The Visiting Officers, and all relevant Client & Carer Financial Services staff in STS have been talking to service users and explaining the issues and reasons for the delay. Each time we have issued a bill to service users there has been an accompanying letter which clearly apologises for the delay in issuing timely invoices and the reasons for the delay.

As outlined above, if you have the specific details of any

cases you would like us to look into, please pass this onto us and we can investigate. Alternatively any service user may contact Russell Darling in STS who can look into the specifics of individual cases. He can be contacted on 0117 3521404.

Q5 When a carer fails to turn up and the person

receiving the care is charged for care that is not to

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be delivered, what checks are made to ensure that this is accurately noted, and a charge is not made?

A5 In January 2011 a new Fairer Contribution Policy was

implemented for all new service users, (subject to them receiving a review of their financial circumstances) with a delayed implementation date for existing service users of November 2011. Under the new policy all recipients of care are eligible to make a contribution towards their care or support packages based on their ability to pay determined through a financial assessment process. Most service users do not pay the full cost of their care as their Maximum Weekly Contribution (which is determined at the financial assessment stage) is less than their total care costs. The average home care package is 10.5 hours of care per week, and the average service user contribution is between £30-40 per week.( Approximate cost to the authority £157.50 week). It is important to note that the service user contribution is not linked, for example, to the number of hours of home care, or community support they receive. It is a contribution to their total care costs (which may include a number of different services). The Maximum Weekly Contribution determines the amount to be paid towards their total care package. As outlined above, if any service user has any queries in relation to their bills then we would urge them to contact STS so that we can look into their queries and help explain and resolve any issues.

Q6 Under the old procedures a resident was able to

cancel their service due to some unforeseen circumstance. However, I am now informed that you have to give four weeks notice. In one case the person gave notice four weeks in advance that they did not wish to have the services on Christmas day or New Year’s Day. They were again charged. Is this now normal practice, and how can someone cancel their care and not be charged in future?

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A6 We don’t recognise the 4 week period notice that is

referred to in this question. As outlined above, it would be extremely helpful if you can provide us with the specific details for this case so that we may look at it in more detail.

However, as you will have picked up from the answers

to early questions, the new Fairer Contribution Policy means that service users make a contribution to their total care costs, not a daily, or hourly contribution. For example, if someone receives care 7 days a week and makes a weekly contribution of £40 per week, then cancelling their care on 1 day would not mean that their charges are adjusted, as their contribution is towards the total cost of their care package.

Q7 When a service is received by someone who has to

go in to hospital or has to have an X-ray, is it normal to charge or is there some process where they can indicate that they do not want their service while they are having medical help, and therefore do not wish to be paid.

A7 As outlined above, the amount charged is a contribution

to their care, not specifically linked to individual visits. However, if someone was in hospital for a full week (a chargeable week runs Monday – Sunday) then no charge should apply for that weekly period.

If any service user feels they have been inappropriately

charged then they should contact STS on 3521404. MQ08 COUNCILLOR F BRECKELS TO ASK COUNCILLOR

G HOPKINS, CABINET MEMBER FOR ENVIRONMENT AND COMMUNITY SAFETY

COST OF WHEELIE BINS

It is Council Policy to replace most 240 litre wheelie bins with new 180 litre wheelie bins.

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I note that Cllr Breckels has a heading of cost of wheelie bins so in the absence of the specific question on cost I have provided some figures: The financial cost of the replacement bins is met by May Gurney and the contract is £2.5M a year cheaper than the old one with sharing of any additional savings beyond target. Clearly also every extra ton of waste that is collected and goes off to landfill costs this council and therefore its taxpayers approx. £100 per ton and rising as tax rises. The latest figures give us a recycling rate of 52.65%(12%04/05), residual waste205 Kg per household per year (04/05 924), 39,000 tons landfilled (04/05162,000) and 25% landfilled (88% 04/05). I am sure that Cllr Breckels will wish to congratulate all of those that have worked so hard to achieve these results. Q1. How many bins are being replaced? A1 Approximately 160,000 Q2. What will be done with the old bins? Can they be

recycled for further use? A2 1,000 have been reused on allotment sites around the

city. The rest have been recycled, into new bins, with the axles (used to attach the wheels) being reused.

This has proved so popular there may be more diverted

for this purpose. If Cllr Breckels missed the news item in the welter of green capital publicity the watertight bins are converted into water buts and any cracked ones used as composters.

Q3. If so, how and where and how many have been

recycled to date? A3 Approximately 159,000. Interestingly, the 1st batch sent

for recycling were remade into new bins which were then issued in the last tranche of the current roll-out. The company used to recycle these bins is called ESE.

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Q4. What is the life-span of a wheelie bin? A4 Bins are usually guaranteed for up to 10 years.

However, they can sometimes last longer. Many of the bins replaced will have been coming up to the end of their lifespan.

Q5. What is the environmental impact of recycling the

redundant bins? A5 Compared to other disposal options (e.g. landfill), the

environmental impact of recycling the bins is minimal, especially as the material is then reused to make new bins.

There is a strict environmental target and assessment

with the May Gurney contract. It is very easy to see the beneficial affects of the waste reduction and improved recycling over a 7 year period vastly outweigh the environmental cost of the bin recycling. The financial cost I dealt with earlier.

MQ09 COUNCILLOR B HUGILL TO ASK COUNCILLOR C

CAMPION-SMITH, CABINET MEMBER FOR CHILDREN AND YOUNG PEOPLE

ACADEMY FUNDING

Q1 How many academy schools at present are there in

Bristol?

A. Secondary B. Primary

A1 This number is constantly changing. The figures below

are accurate as of Monday, June 11, 2012. Secondary There are 13 academies open out of 21 secondary

schools, including the Free School. These are:

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Secondary Academies

1. Bedminster Down 2. Bristol Brunel Academy 3. Bristol Cathedral Choir School 4. Bristol Free School 5. Bristol Metropolitan Academy 6. Colston’s Girls’ School 7. Cotham School 8. Henbury School 9. Merchants Academy 10. Oasis Academy Brightstowe 11. Oasis Academy John Williams 12. St Bede’s Catholic School 13. The City Academy Bristol

There are 9 primary academies already open. These are: Primary Academies

1. Elmlea Junior School 2. Henleaze Junior School 3. Hareclive Primary School 4. Ilminster Avenue 5. St Ursula’s E-Act Academy 6. Waycroft Primary School 7. West Town Lane Primary School 8. Westbury Park Primary School 9. Westbury-on-Trym Church of England Academy

Q2 How many schools are planning on applying for

such status in the future? A2 It is difficult to answer this question fully. The governing

bodies in every LA maintained school should be, and are, reviewing their current status. Bristol Local Authority has published guidance to schools to assist them in taking this decision for the right educational reasons. It is the Secretary of State’s vision for academies to become the norm.

A number of LA maintained schools are undergoing a

full consultation process with key stakeholders, prior to taking a key decision. Some schools have already

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informed the local authority of their decision to convert to academies.

An additional 28 schools will become academies in

2012-2013. Of these, five further secondary schools have informed the local authority of their intention to convert. These are:

1. The Bridge Learning Campus 2. Orchard School 3. Fairfield School 4. Redland Green School 5. St Bernadette School

It is estimated that by the end of the 2012-13 academic

year, virtually all of the secondary sector will be academies. Ashton Park School is a Co-operative Trust School. Brislington Enterprise has informed the LA of its intention to convert to a Co-operative Trust School.

Eight primary schools are highly likely to convert to

academies in 2012-2013 as a result of intervention work undertaken by the Department for Education in partnership with the local authority. These will be sponsored academies.

In addition, 13 primary schools have informed the local

authority of their intention to become academies. These are:

1. Begbrook Primary School 2. Bridge Learning Campus – Primary 3. Colston’s Primary School 4. Christ Church CE VC Primary School 5. Dolphin ( a new school) 6. Filton Avenue Infants School 7. Gay Elms Primary School 8. Greenfield Primary School 9. Little Mead Primary School 10. New Oak Primary School 11. Parson Street Primary School 12. Summerhill Junior School 13. St Patrick’s Catholic Primary School

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Two special BESD schools (Bristol Gateway School and

Woodstock Special School) will convert to academies in January 2013. These will be sponsored.

Q3 How many former private schools are now

academies? A3 Three former private schools are now academies.

These are:

1. Bristol Cathedral Choir School 2. Colston’s Girls’ School 3. St Ursula’s School

Q4 What provision is there for Special Needs children? A4 The national average of children with SEN within any

school population is 20%. The range of needs within this population will require different levels of support, from school-based interventions to totally individualised packages of learning. Each school makes arrangements for the pupils it has on roll, and therefore each school makes different provision. For pupils with statements of special educational needs the provisions are listed within their statements and the school must provide these. If this requires additional funding, this may come from the delegated scheme that the LA has in place or through individually assigned resources. Inclusion within the LA delegated scheme is determined by the funding stream of each academy at the point of conversion. Most academies in Bristol are part of the LA scheme and where they are not pupils have resources individually allocated. Whether a school is part of the delegated scheme or not, therefore, does not change the need for schools to make provision to meet the needs of the children they have on their school roll.

Q5 How is this being funded? A5 Local authorities have in the past determined their own

funding splits in conjunction with their school forums. In

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Bristol there has been a delegated scheme for pupils with SEN in place since 2009. This is known as the SAPE scheme (School Action Plus Enhanced). This schemes allocates resources against a set formula. Where pupils’ needs are above this the school can apply for additional resources. The new national funding formula which will be introduced in April 2013 seeks to bring all funding for all schools into alignment, and therefore provide more transparency.

The same expectations will remain for schools to meet

the needs of those pupils they have on roll.

Q6 Has anyone ensured continuity of provision for children having support e.g. speech and language therapists?

A6 Schools are currently responsible for the provisions as

laid out in a statement of special educational needs. Whether this resource comes from locally commissioned NBT services or directly from the school must be determined by the school. Where the pupil does not meet the threshold criteria for support from NBT the school must seek alternative provision. There is no change to the requirements made of schools. In fact many academies see the ability to source independent provisions as a positive aspect of conversion.

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