Arup Bath PRT Competition

Advanced Transport Systems Ltd
bath renaissance Personal rapid transit

design competition
october 2009
bath renaissance Personal rapid transit design competition
Proposed city wide route
introduction The competition brief, with a single loop

around the centre of Bath has been viewed
This presentation sets out a holistic
as stage 1 of a programme to introduce
proposal on how the PRT system could be
a PRT public transport service into Bath,
integrated into Bath.
and consideration has been given to how
Infrastructure & Site Design this might expand from the central loop. In
The initial concept of the central Bath planning a network there is a requirement
loop has been extended to ensure the to identify key origins and destinations
relief of congestion of main routes into and to ensure that these are served by the
Bath. The central loop proposed in the transit system. The existing and proposed
competition brief has been developed and park and ride sites should be connected
tweaked to suit the Bath landscape, to as this provides an opportunity to provide
minimize disruption to existing structures, a better service to the city centre, and to
and to improve pedestrian access. This reduce the number of buses circulating on
presentation then sets out a vision for the the city streets. Other major destinations
guideway design and its incorporation into where arrivals are generally by car load
two stations, Pulteney Station, and Green rather than bulk movements are BRU
Park. Hospital, Charlotte St car park, Bath
Spa Railway Station, and University of
Vehicle
Bath. Other key attractions are The Royal
A concept for the vehicle design in Bath Crescent, Pulteney Bridge, Milsom St,
is presented that complements both the Southgate Shopping Centre, Bus Station,
structures proposed and the City of Bath. Green Park Station/Sainsbury/Farmers
Market, and Bath Abbey.
Bath City Route - City wide
network Bath offers opportunities to integrate a
guideway into new developments such
The concept of urban applications of PRT
as Western Riverside, and the proposed
is to provide a network of routes such that
Lower Bristol Road remodeling. PRT is
stations can be distributed over a wide
not ideal for serving linear corridors and
area and walking distances to a station are
additional loops will need to be included
short, typically less than 300m. The short
to complete the network. If an extended
walk, comparable to the distance from
system of radial routes all connect to
office or home to a parked car, is required
the inner loop as indicated in the brief,
to encourage use of PRT instead of private
there is a risk of some sections of the
cars. The network also means that an
loop becoming overloaded. This indicates
anywhere to anywhere service is offered,
that a city network should provide other
comparable to car convenience and more
connections between radial paths.
attractive than corridor bus or tram public
transport services. A further advantage of
the network of routes is the provision of
alternative paths; should for any reason
part of the network not be available, the
public transport service can continue to
operate.
2
Proposed central route
Central Loop
It is recognised that Bath presents significant challenges in terms In Charlotte St carpark there is scope to select the most
of protected views, conservation landscape, narrow streets and satisfactory location for the western tunnel portal and a station,
world heritage status. We understand that the design competition before rising to pass above the lane to Upper Bristol Rd. Here
is in response to this challenge, to test the issues of introducing the route will be close between the private houses but if at
a PRT route into an historic city and therefore the loop does the optimum level should not be unacceptably intrusive. The
not need to demonstrably be part of a future network. We have alignment into Stanhope St will become dominant at the junction.
followed the competition brief, and walked the route to establish We propose a route through Sainsbury’s carpark up to a station
for ourselves that it is realistic. attached to the side of the Green Park station structure, before
crossing above the south footpath of James St.
We find that generally the competition route is achievable. The
tunnel under George Street is an expensive solution to the We propose that the route should pass along Avon Street, from
challenge of topography and of inserting a route through the James St W to Green Park Road, rather than continuing to St
sensitive historic core, but we see no immediate alternative to this James Rampire. This gives an opportunity to provide a station at
proposal. This may become an accepted cost of dealing with inner the Coach Station in Avon St, and takes advantage of the width
city congestion and the impact of motor vehicles. of this particular highway corridor. From here the route can follow
Green Park Rd, pass above Broad Quay before diving under the
We have reviewed the loop route in a clockwise direction from the
railway bridge to emerge behind the railway station. A station
Railway station. The first river crossing would be alongside the
can be located on the ground and link to the ticket office via the
rail bridge and at the same level as the tracks and is assumed to
existing footpaths.
follow the railway as far as Ferry Lane. Here there is an opportunity
to cross the Cricket Club car park which could also be the location
Proposed ATS Ltd. central route
of the crossing above the railway track. The route would be
located above the south footpath of North Parade, until slipping
left and dropping to pass under the road through one of the
existing subways onto the river bank. The route is above the river
bank so as to avoid becoming a barrier to views across the river,
and lands on the canopy above the flood gate where a station can
be located. This change reduces the impact of the route on the
popular open space adjacent to the weir.
The route through the tunnel beneath Argyle Street will close
the path to road traffic and affect servicing properties in Spring
Gardens Road. The turn from Grove St to the second river
crossing appears to pass over a private courtyard. The loss of the
open carpark north of the hotel will be compensated by the value
of the transit service offered. A ground level station and tunnel
portal can be located in this open space.
3
Bath Bridges
The Guideway Structure

Design principles
Guidelines on the type of structure proposed were developed based on number of principles.
The structure would have to wind itself through a wide and varied landscape up and down
hills, around corners, above ground, below ground or at ground. It needs to hold its own
against the old and historic buildings of Bath whilst not clashing or jarring. It also needs
to have a changeable identity which adjusts to suit the different areas it passes through. It
should be light weight, made from simple and easy to maintain materials, and structurally
efficient.
Inspiration
We were equally inspired by the design potential of contemporary lightweight mesh Rendered Elevation
technology and the old Victorian railway bridges that can be spotted in various locations
around Bath. Whilst complementing the Georgian architecture our design provides a
unique identity reinforcing the Bath brand.
The Proposed Basket

The proposed PRT supporting structure is a curved lattice basket frame that effortlessly
curves around corners or rises up into the air and wends its way through Bath. The basket
is an efficient structure and provides a safety fence to the guideway’s surface incorporated
within its structure. This enables easy maintenance and safe exit routes in an emergency
without any extra cost in materials.
Easy Construction Process

The lattice frame is formed from standard sections of steel plate that can be cut to the
same length and curved. They are then either bolted or welded at cross over positions, all
processes that are easy to manage in a fabrication yard.
Main Structural Elements

The structure is a steel truss with the top boom consisting of a circular hollow section and
the bottom boom a rectangular hollow section, the intermediate bracing will be provided by
the basket lattice.
The column
The column is constructed from steel hollow sections that transform to form a tree like
shape that embraces the structure overhead.
Services and Drainage

The structure supports a drainage channel and service tray hidden in the bottom of the
lattice basket. These can be used to support services, for the utility companies as well as
for the PRT system itself. The drainage is picked up at columns and can be used to feed
planting in public areas.
The Guideway Running Surface

The planks supporting the PRT vehicle will be lightweight glass reinforced plastic (GRP).
4

Typical section through span
Plan On Bracing Over Column
Typical section at column position
Elevation
All measurements are in millimeters.

5
Possible colour options
Colours
The steel lattice frame and columns can be painted in any number
of colours and shades to suit the landscape through which it
passes. Scarlet red, emerald green or cobalt blue would contrast
with the bath stone and make a feature of the PRT structure, whilst
black, grey and orange would blend with the cast iron features,
slate tiles and golden coloured Bath stone.
The identity of the proposed Bath PRT structure is its lattice, which
form the building blocks for its main infrastructure and its stations.
Colour and light will provide its character changes as it wends its
way through the streets of Bath and out to the suburban areas.
Key destinations could have a signature colour scheme, for

example the PRT adjacent to the Bath Rugby Ground could match
the home colours of blue white and black.
Lighting will be an important feature for the structure. The lighting

requirements will vary as the structures meanders through the city.
As it passes along riversides, it can provide subtle low level but
beautiful reflective lighting or along busy pedestrian areas it can
providing safe well lit street lighting that can replace the traditional
lighting columns. When it passes architectural marvels it can
flatter and highlight the bath stone building and its many features.
The opportunities are endless, largely due to the lattice frame
and basket shape of the PRT structure that can easily provide
connection points for lighting in any direction.
6
vehicle Render
The vehicle
The vehicle design is based on the standard ULTRA vehicle with
the following amendments.
1. The vehicle itself should be reflective, reflecting the beauty

of Bath’s wonderful architecture back on to itself.
2. The front and the rear of the vehicle as well as
the sides should house the largest windows
possible to provide panoramic views of Bath.
3. Tourist information should be provided through visual
and audio means using interactive screens and audio
guides. These can point out historical landmarks and
provide background information about Bath.
4. Comfortable seats with seat belts that rotate 360
degrees should be provided to enable passengers
to face in any direction during transportation.
7
Pulteney Bridge Station

Grove Street
Constraints
Great Pulteney Street
The area allocated for the Pulteney Bridge
station in the competition’s initial concept
is a public space, providing fantastic views
across the river to Pulteney Bridge, the
Parade Gardens, and the Empire Hotel. A
station in this area will cut this space into
two and will create a segregation barrier
that closes off a large piece of the public
space.
When we visited site we realised that the

old existing sluice gate’s concrete access
platform and the adjacent disused water Cafe / Restaurant
space would be a perfect position for the
station.
City Centre
It is adjacent to an island covered
with trees which would provide natural
screening. The access platform will
constraints diagram : Initial concept
support the elevated station. This As set out in the competition
proposed position won’t segregate the
Beazer Garden Maze
public space area as much. It also reduced
the number of trees that would have to be
removed from five to one.
Movements and Circulation

By elevating the structure the existing
pedestrian routes are largely undisturbed
and people can circulate easily through the PRT Station
public space and through to Grove Street,
Riverside Walk and the steps leading to
Pulteney Bridge.
Key For constraints diagrams

Orange Circles = Trees to be removed
Red Track = Segregation Barrier
Riverside Walk
Pedestrian movements & circulation

constraints diagram : proposed concept
diagram : proposed concept
8
Pulteney Bridge Station Masterplan

The station is in a prime location providing important links to Great
Pulteney Street, Sydney Gardens, Bath Rugby Club and the Art
Gallery and Parade Gardens. It should provide great relief to the
area’s local car parks which are often oversubscribed.
The station is positioned over the concrete platform above the

weir, it provides enough room for three berths in accordance with
the spacing guidelines, access is via stairs at both ends and an
elevator to one side. A cantilevered curved canopy is provided over
head which provides solar shading for the vehicles and protection
to passengers.
The structure is discreet and unobtrusive and enhances the area

by shielding the unflattering concrete platform. The existing Beazer
maze garden, trees and landscaping will remain unchanged.
The proposed station structure is supported off the concrete

maintenance platform whilst the roof and track parapet is an
extension to the main PRT track structure, using the same form, a
lattice of welded steel flat plates with circular hollow steel beams
as the top boom.
The roof could be clad in a variety of materials such as glass,

reinforced fabrics and recycled bendy rubber tiles.
The structural form of the cantilever canopy is open and flexible.

The canopy could house many types of modular systems for the
control panels and pedestrian interface.
The route to the station is via the riverside walk and will be at a
height of 3.7m to allow pedestrian and cycle access underneath.
The alignment of the station approach meanders before flowing
through the station and back down to ground level before
disappearing into Grove street subway. There is enough room in
the subway to house both the PRT system and pedestrian access.
The track is split into two to allow deceleration and acceleration
zones without affecting the capacity of the main route.
Temporary access to the island (now behind the station) will have
to be provided for occasions when the weir requires maintenance.
Pulteney Bridge station masterplan 1:500

9
Pulteney Bridge Station: Cross Section

through Station
The proposed station lies nestled between two lines of trees
positioned on the access platform for the existing sluice gate.
The curved canopy of the station roof cantilevers over the PRT
vehicles, providing solar shading and weather protection to both
vehicles and passengers. A lift positioned on the quayside provides
disabled access to the station from the public area below. The
adjacent open area is left unaffected.
0 10 50m
10
Pulteney Bridge Station: Elevation

The station is approached from the left via Riverside Walk, at a
height of 3.7m, so that it does not interfere with the access or
views of pedestrians and cyclists enjoying their riverside walk. The
guideway structure rises up to serve the station which is situated
on top of the existing access platform and then returns back down
to ground level before disappearing into Grove Street subway.
Access stairs are provided at either end of the station as well as
the elevator positioned off to one side.
0 10 50m
11
birds eye view of pulteney bridge station
12
View of the station from accross the river, Parade gardens
13
View of the station close to spring gardens road
14
riverside walk View approaching the station from the south
15
constraints diagram : proposed concept
N
Green Park Station
Constraints 5.1m headroom access
Our approach to Green Park Station was to establish ideals to 2.5m headroom
which our design should conform. Our first priority was not to
Car parking area maintained
access for cars
affect the structural fabric of the Green Park Station building, a
beautiful Victorian Station steeped in history. Our second priority
was to avoid segregating the thriving retail and market space in
the central concourse of the building by installing a PRT station
underneath the middle of the main canopy. Lastly we felt that
the existing car parking areas should be maintained wherever
possible.
Our solution is to link the PRT network into the side of Green
Supermarket car park unaffected
Park Station and to install the PRT station underneath the side
canopy on top of the existing retaining wall. This minimises the
extent of segregation barriers, avoids the need to remove trees
and maintains existing parking spaces for cars. There is room for
4 berths to fit beneath the side canopy, fitting easily between the
existing columns.
Pedestrian Movements and Circulations

The proposed station layout and guideway approaches preserve Pedestrian movements & circulation diagram : proposed concept
the existing pedestrian movements through the car park and
Green Park Station. The location of the PRT station within the N
edge of Green Park Station provides an extra access point to
Sainsbury’s and the Market. The entrance and exit points will James Street W
be via both ends of the PRT station and straight into the main
concourse of the market place.
Norfolk Buildings
PRT Station
Charles Street
Green Park Station
Riverside
Supermarket
16
Green Park Station Masterplan 1:500
Green Park Station Masterplan

The existing car park that serves Sainsbury’s, Green Park Station
and the market is limited and there is pressure on parking which
will be relieved by the proposed PRT station. This station will be
a great asset to the area, providing access for people who want
to visit the supermarket from outlying areas such as Twerton,
Bathwick, Coombe Down and Larkhall. It will also provide easy,
safe and efficient night time access for people who wish to attend
the nearby Theatre Royal, Ustinov Theatre and cinema.
The layout of the approaches to the station segregates the lines

to provide offline station access by the PRT vehicles. This enables
deceleration and acceleration of the vehicles entering the station
without affecting the efficiency of the main route.
The integrity of the structural fabric of Green Park Station will be

unaffected by the PRT station positioned underneath the south
west side canopy. The top of the retaining wall on which the PRT
structure will sit would have to be amended to provide a stable
foundation. The system for the control panels and pedestrian
interface will be housed underneath the side canopy and protected
from the elements by the existing roof and new glass side walls.
The structural form proposed for the station structure is a

continuation of the main track structure, using a lattice of welded
steel flat plates with circular hollow section main booms that curve
up and over to align with the existing roof.
The structure is discrete and unobtrusive with low impact on the

site and existing functions.
The roof could be clad in a variety of materials such as glass,

reinforced fabrics and recycled bendy rubber tiles.
17
Green Park Station: Cross section through station

The PRT station proposed for Green Park Station is tucked in
under the side canopy, providing easy access to the market and
nearby supermarket. The station will sit on top of the existing
retaining wall. This existing retaining wall will require amendments
to its top surface to tie up with the approaching guideway
structure. The existing parking bays are unaffected. A glazed wall
will be provided between the station and the parked vehicles to
separate pedestrians and vehicles whilst a simple lattice cantilever
canopy will provide solar shading for the parked vehicles.
0 10 50m
18
Green Park Station: Elevation through station

The PRT guideway structure wends its way through the car park
towards the station and away again, without affecting the building’s
structural fabric or the number of available parking bays. A 2.5m
clearance is provided underneath the guideway structure to allow
cars to enter the car park.
0 10 50m
19
view of green park prt station from the entrance on James Street
20
View of Green park prt station from the corner of charles street and james street
21
Jochen Rabe
Arup
63 St. Thomas Street
Bristol BS1 6JZ
T 0117 976 5432
E jochen.rabe@arup.com
www.arup.com
Please print this document double sided for best graphic results.
22
Company: Arup
Location: Bristol
Team Members: Jochen Rabe
Nuno Moura
Henrietta Ridgeon
Ian Wise
Tony Kerr
DESIGN NARRATIVE
Arup’s competition entry sets out a holistic proposal on
how the PRT system could be integrated into Bath.
Bath City Route - City wide network Infrastructure & Site Design
The initial concept of the central Bath loop has been This presentation then sets out a vision for the guideway
extended to ensure the relief of congestion of main routes design and its incorporation into two stations, Pulteney
into Bath. The concept of urban applications of PRT is Station, and Green Park. Guidelines on the type of structure
to provide a network of routes such that stations can be proposed were developed based on number of principles.
distributed over a wide area and walking distances to The structure would have to wind itself through a wide and
a station are short, typically less than 300m. The short varied landscape up and down hills, around corners, above
walk, comparable to the distance from office or home ground, below ground or at ground. It needs to hold its
to a parked car, is required to encourage use of PRT own against the old and historic buildings of Bath whilst not
instead of private cars. The network also means that an clashing or jarring. It also needs to have a changeable identity
anywhere to anywhere service is offered, comparable to which adjusts to suit the different areas it passes through.
car convenience and more attractive than corridor bus or It should be light weight, made from simple and easy to
tram public transport services. maintain materials, and structurally efficient.
Central Loop We were equally inspired by the design potential of
The central loop proposed in the competition brief has contemporary lightweight mesh technology and the old
been developed and tweaked to suit the Bath landscape, Victorian railway bridges that can be spotted in various
to minimize disruption to existing structures, and to locations around Bath. Whilst complementing the Georgian
improve pedestrian access. It is recognised that Bath architecture our design provides a unique identity reinforcing
presents significant challenges in terms of protected the Bath brand.
views, conservation landscape, narrow streets and Vehicle
world heritage status. We understand that the design
competition is in response to this challenge, to test the A concept for the vehicle design in Bath is presented that
issues of introducing a PRT route into an historic city and complements both the structures proposed and the City
therefore the loop does not need to demonstrably be part of Bath.
of a future network.

Arup Bath PRT Competition

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Arup Bath PRT Competition

Uploaded by

Copyright:

Available Formats

Advanced Transport Systems Ltd

bath renaissance Personal rapid transit

bath renaissance Personal rapid transit design competition

Proposed city wide route

introduction The competition brief, with a single loop

bath renaissance Personal rapid transit design competition

Proposed central route

bath renaissance Personal rapid transit design competition

The Guideway Structure

The Proposed Basket

Easy Construction Process

Main Structural Elements

Services and Drainage

The Guideway Running Surface

bath renaissance Personal rapid transit design competition

Plan On Bracing Over Column

Typical section at column position

All measurements are in millimeters.

bath renaissance Personal rapid transit design competition

Possible colour options

Key destinations could have a signature colour scheme, for

Lighting will be an important feature for the structure. The lighting

bath renaissance Personal rapid transit design competition

1. The vehicle itself should be reflective, reflecting the beauty

bath renaissance Personal rapid transit design competition

Pulteney Bridge Station

When we visited site we realised that the

Movements and Circulation

Key For constraints diagrams

Red Track = Segregation Barrier

Pedestrian movements & circulation

bath renaissance Personal rapid transit design competition

Pulteney Bridge Station Masterplan

The station is positioned over the concrete platform above the

The structure is discreet and unobtrusive and enhances the area

The proposed station structure is supported off the concrete

The roof could be clad in a variety of materials such as glass,

The structural form of the cantilever canopy is open and flexible.

Pulteney Bridge station masterplan 1:500

bath renaissance Personal rapid transit design competition

Pulteney Bridge Station: Cross Section

bath renaissance Personal rapid transit design competition

Pulteney Bridge Station: Elevation

bath renaissance Personal rapid transit design competition

birds eye view of pulteney bridge station

bath renaissance Personal rapid transit design competition

View of the station from accross the river, Parade gardens

bath renaissance Personal rapid transit design competition

View of the station close to spring gardens road

bath renaissance Personal rapid transit design competition

riverside walk View approaching the station from the south

bath renaissance Personal rapid transit design competition

constraints diagram : proposed concept

Pedestrian Movements and Circulations

Green Park Station

bath renaissance Personal rapid transit design competition

Green Park Station Masterplan 1:500

Green Park Station Masterplan

The layout of the approaches to the station segregates the lines

The integrity of the structural fabric of Green Park Station will be

The structural form proposed for the station structure is a

The structure is discrete and unobtrusive with low impact on the

The roof could be clad in a variety of materials such as glass,