Bodmin Transport Strategy Development

Appendix A – Short Executive Summary

May 2017

Bodmin Masterplan Transport Strategy Cornwall Council December 2010

QM

Issue/revision Issue 1 Revision 1 Revision 2 Revision 3

Remarks DRAFT

Date 17 December 2010

Prepared by D Grant/G Davis/Vissum Model Team

Signature

Checked by G Davis

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Authorised by D Grant

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Project number 11031101

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Contents

EXECUTIVE SUMMARY 1

1 Introduction 6

2 Summary of work undertaken 7

3 Current Position and Key Issues 10

4 Traffic Model 27

5 Transport Strategy 35

6 Conclusions 60

Appendix A Transport Study Brief Appendix B Smarter Choices Assessment Appendix C Vehicle Trip Rates Appendix D Baseline Assessment Appendix E Bodmin Parkway Passenger Interview Survey Appendix F Priory Cark Interview Survey Appendix G Air Quality Management Plan “Smart Targets” Appendix H Core Masterplan Appendix I Growth Masterplan Appendix J Discovery Route Appendix K Cornish Way Appendix L Distributor Road Alignments

Executive Summary

The Transport Strategy represents a coordinated land use and transportation approach to addressing existing transport issues and supporting growth to 2026 and beyond. The Strategy provides a coordinated approach encompassing all the available modes of travel with emphasis on promoting the more sustainable modes. Bodmin benefits from being a compact town, but suffers from having a single east-west route for traffic to and from the town as well as through the town. Two key junctions become congested at peak periods and these are the St Petroc’s Church roundabout and the double mini-roundabouts at Dunmere Road. Improvements schemes are recommended for those two junctions. There is also congestion on Turf Street. The A30 junctions operate within their capacity and no improvements are proposed. There are air quality exceedences on Dennison Road at its eastern end and at St Leonards which are entirely due to traffic emissions. It can therefore be argued that Bodmin’s road network is operating at capacity in certain locations at peak periods. This means that in order to support growth expansion measures need to be put in place to address the capacity issue. It was stated very clearly by participants at the workshops with key stakeholders that a new route across the town is required. Walking and cycling are realistic options in Bodmin as demonstrated by the successful “Walk to Work” project. A number of pedestrian and cycle schemes are proposed. The existing bus services are serving mainly the residential areas of the town with very little patronage from the employments areas. The existing town bus service operates on an hourly service. It is proposed that the frequency needs to be improved to half hourly or better to attract more usage. Bodmin Parkway is currently used mainly for outwards travel from Bodmin and Wadebridge with little inward travel. There are issues about the coordination of rail and interconnecting bus services. It is proposed that a more regular service could be provided by means of a shuttle bus service between the town and the parkway. It is also proposed that consideration be given to a small park and ride site on the eastern side of Bodmin close to the A30, probably close to the Carminow Cross junction that could serve the parkway and the town via the shuttle bus. Consultations with Bodmin and Wenford Railway reveal that using it to provide a commuting link to Bodmin Parkway is unrealistic for commercial and operational reasons. Most of Bodmin’s car parking is on the eastern side of the town and the charges for the Priory Car Park are cheap, which helps attract drivers to the town centre, but does not help encourage sustainable travel. From a purely transportation perspective the preferred option is to increase charges to reduce car travel and to direct the revenue to sustainable transport measures. The proposals incorporate additional parking on the western side of the town centre to serve expansion of the town centre westwards and to intercept cross town trips. It is proposed that the parking lost at Dennison Road as part of the town centre redevelopment is replaced at Priory Car Park, including potentially decking the existing

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car park. A new second access to Priory Car Park from Priory Road is proposed, while retaining the existing Turf Street access. It is recommended that consideration be given to directing car park receipts towards supporting sustainable transport measures. Driver interview surveys at Priory Car Park reveal that up to 46% of drivers would be encouraged to switch to bus travel by greater frequency and greater coverage of services. Around 65% of drivers said they would not be discouraged by higher parking charges. The masterplan is able to contribute towards the Council’s air quality initiatives in a number of ways:

„ Possible new road links to serve development and potentially offer alternative routes for some traffic using Dennison Road and Turf Street.

„ Provision of a traffic model which can be further developed for air quality modelling.

„ Using the traffic model to assess traffic origins, destinations and trip purposes.

„ Potential enhancement of the town bus service to encourage more sustainable travel.

„ Location and management of town centre parking to influence travel patterns.

„ Measures to encourage walking and cycling. From the findings of the Visum traffic model built to test the masterplan options the conclusion reached are that:

„ The Core Masterplan results in increases in traffic in the town as would be expected with additional development, but is considered to be at acceptable levels and at a level of development that would be difficult to resist.

„ Traffic levels for the Growth Masterplan are similar and in many locations lower than the Core Masterplan and so to a large extent the Northern Distributor Road is off- setting the additional development.

„ There are increases in traffic at the eastern end of Dennison Road and Turf Street.

„ Some of the growth of traffic included in the model comes from background growth due to factors other than development such as employment, income, car ownership and fuel price.

„ Some of the growth of traffic comes from committed development.

„ In addition to the junction improvements included in the model, the Dunmere Road/Westheath Avenue double roundabout also needs improvement.

„ The new connection to Priory Car Park from a signalised version of the Priory Road/Launceston Road junction is recommended.

„ The level of forecast traffic on the A30 is within its capacity.

„ Although junction improvements are included in the model it is expected they could be refined through the design process to maximise their operational efficiency.

„ The level of traffic in the town can also be influenced by the parking strategy and the effort put into delivering Smarter Choices.

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The Transport Strategy includes proposals for a range of “Smarter Choices” measures to encourage sustainable travel. An assessment of these is included in Appendix B. It is clear that substantial growth in Bodmin can not be delivered without a distributor road to serve that development and remove extraneous traffic from the town centre. The transport strategy mirrors the masterplan strategy. There is a strategy for the town centre improvement and expansion; the “Core Masterplan” and a strategy for the wider “Growth Masterplan”. The transport strategy associated with the Core Masterplan incorporates:

„ Implementation of Smarter Choices in accordance with the strategy set out in Appendix B.

„ Improvements to the St Petroc’s Church Square junction providing a full size roundabout within a high quality urban square.

„ Improvements to the Dunmere Road double mini-roundabout to convert it to a full roundabout.

„ Conversion of the Priory Road/Launceston Road junction into a signalised one incorporating a new access to Priory Car Park.

„ A potential east-west diversion route for some traffic via Barn Lane / Beacon Road / Lostwithiel Road / Respryn Road / Carminow Road.

„ Improvements to the Cooksland Road junctions with Launceston Road and Priory Road, which are to be delivered as part of S106 planning obligations.

„ Improvements to Dennison Road between Berrycombe Road and St Petroc’s Church Square.

„ Improvements to the Dennison Road / Berrycombe Road junction, creating a new urban square.

„ Improved walking and cycling routes, including: x A route from the Camel Trail to Castle Canyke x Connect Camel Trail and St Guron’s Way through the town centre. x Links across the A30 x Discovery Route x Improvements to Cornish Way National Route 3 x Legible Town Centre x Better Spaces for Pedestrians and Cyclists x Cycle Parking

„ Public transport improvements, including: x A small bus and coach interchange on Priory Road. x Enhancement of the town bus service by increasing the frequency and extending the coverage as well as improved bus stops and information. x A shuttle bus connection between the town centre and Bodmin Parkway.

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x A small Park and Ride on the eastern side of the town which would serve Bodmin Parkway and the town centre and can be served by the shuttle bus service. x Improved bus stops at key locations.

„ Additional car parking on the western side of the town centre within the redevelopment of the Berrycombe Road area.

„ Replacement of the Dennison Road parking at the Priory Car Park and provision of a second access to the car park from Priory Road to remove trips to and from the east from St Petroc’s Church Square and Turf Street. The Transport Strategy associated with the Growth Masterplan incorporates all the measures associated with the Core Masterplan transport strategy and in addition includes a northern distributor road to serve the development and to divert extraneous traffic from the town centre. A pedestrian and cycle link will be provided between the northern development areas and the town centre via Roselands Road and a new foot and cycle bridge to the north of Roselands Road. The town bus service would be extended to serve the northern development areas and in order to ensure that the route is not too long and unattractive to passengers it is envisaged that it will be split into a route north of the town centre and a route south of the town centre. The Transport Strategy has been tested against the ten key appraisal criteria set out at the beginning of the study.

Table 1.1 Delivery of Ten Key Issues

Promoting growth in town centre The transport strategy promotes Smarter Choices for travel and by means of the northern distributor road removes extraneous traffic from the town centre. The proposed improvements to the Priory Road/Dennison Road junction will help with traffic capacity and operational performance. The proposed additional access to Priory Park will remove some traffic from the Priory Road/Dennison Road junction and Turf Street south.

Addressing air quality issues in the town centre The transport strategy promotes Smarter Choices for travel and by means of the northern distributor road removes extraneous traffic from the town centre. It also includes junction improvements designed to reduce congestion .This helps address the air quality issue. The proposed improvements to the Priory Road/Dennison Road junction will help with traffic capacity and operational performance and consequently air quality. The proposed additional access to Priory Park will remove some traffic from the Priory Road/Dennison Road junction and Turf Street south and will therefore assist with air quality.

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Improving tourism offer The transport strategy measures in conjunction with the improvements to the town centre environment and access to the Camel Trail, Bodmin Jail, the Discovery Trail, Bodmin and Wenford Railway, the trails on the eastern side of the A30 and Bodmin Moor greatly enhance the tourism offer.

Improving the quality of jobs Improve accessibility

Improving training and education Improve accessibility

Improving access to affordable housing Improve accessibility

Improving arrival in the town The transport strategy measures in conjunction with the masterplan improve the quality of space of arrival from the east in particular and also from the west via the Camel Trail and also by road.

Improving the provision of public transport The transportation strategy seeks to improve the frequency and coverage of the town bus service; improve connections to Bodmin Parkway; improve the quality of bus stop facilities within the town and new development areas; through Smarter Choices encourage greater use of public transport;

Improving access to green space The transport strategy in conjunction with the masterplan strategy seeks to provide improved links right through the town centre from the Camel Trail to Castle Canyke including links through gren spaces and improving the quality of urban spaces.

Improving potential for sustainable/renewable energy Not applicable generation

The masterplan and transport strategy are designed to enable growth in the town while assisting in addressing air quality issues.

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1 Introduction

1.1 SCOPE AND PURPOSE 1.1.1 This report sets out the work undertaken by WSP as part of the Bodmin Masterplan study team to assess existing transport conditions in Bodmin and the surrounding area and to devise a transport strategy for addressing some of the existing transport issues and to support and enable the masterplan delivery. 1.1.2 The Brief for the Bodmin Masterplan study includes a specific transport element which is included as Appendix A to this report. 1.1.3 The transport element of the study uses a future year of 2026 for the traffic modelling, however the measures proposed will help enable other aspirations beyond that timescale. 1.1.4 The study has been undertaken within the concept of coordinated land use and transport strategy. It has also been coordinated with the “Green Infrastructure” element of the masterplan. 1.1.5 The transport element of the study has also considered the integration of all the available modes of transport and sought where possible to promote more sustainable travel modes in order to reduce the impact of vehicular traffic. Having stated that, it is recognised that Cornwall, as a very rural county, is inevitably heavily reliant upon the car. 1.1.6 The transport element of the study has incorporated consultations with a range of direct stakeholders, interested parties and the public in general. Further details on the consultation process are provided later.

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2 Summary of Work Undertaken

2.1 CONSULTATIONS 2.1.1 Initial consultations were undertaken with the two highways authorities; Cornwall Council as the local highway authority and the Highways Agency who are responsible for the A30 trunk road. 2.1.2 Throughout the study this dialogue was maintained with Cornwall Council. Considerable amounts of data were exchanged and discussion took place on matters including available data; the collection of new data; air quality; previous investigations of junction improvements; public transport matters; parking provision and charges; the Walk to Work project and supporting data; the aspirations for the Discovery Route and investigations the Council were undertaking on further pedestrian and cycle links. In addition some consultations were undertaken jointly by WSP and Cornwall Council officers, for example with the Bodmin and Wensford Railway. Cornwall Council also undertook surveys and analysis of users of the Bodmin Parkway and the Priory Car Park. 2.1.3 The Highways Agency participated in the stakeholder workshops and an interim briefing was provided for the Agency as the masterplan scenarios were emerging. Consultations also took place with the Agency on surface water drainage issues. 2.1.4 Consultations were undertaken with a wide range of stakeholders and third parties through the workshops that have been run by the Council and the masterplanning team. 2.1.5 A public consultation exercise was undertaken in June 2009.

2.2 DATA COLLECTION Traffic Data 2.2.1 Cornwall Council was able to provide some existing traffic survey data in the form of junction turning counts and automatic traffic counts on Dennison Road in 2007 and 2008. 2.2.2 The Council was also able to provide data from a survey undertaken by them of HGV movements across the town in 2007 using vehicle registration plate observations. 2.2.3 WSP commissioned further traffic surveys which were conducted in June 2009. These included road side interviews of drivers on the two main entry points to the town, being Higher Bore Street and Priory Road. These were undertaken for traffic in the inbound direction in the time periods 0700-1000 and 1600-1900. Full traffic counts were taken at both stations in both directions while the surveys were being undertaken. 2.2.4 WSP also commissioned vehicle turning counts at seven junctions where there was no existing data or where the data was too old. The junction counts were undertaken between 0800 and 1000. 2.2.5 WSP had automatic traffic counts undertaken on six radial routes to and from the town for a one week period recording flows and speeds of traffic in both directions. 2.2.6 WSP commissioned journey time surveys across the town in peak periods using a moving vehicle method.

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GIS Data 2.2.7 WSP extracted information from Graphical Information Systems (GIS) sources and local government held travel to work patterns in the area. St Guron’s Trail- Walk to Work Project Findings 2.2.8 The Council has provided details of their findings in relation to the usage of the Walk to Work scheme linking the residential areas around Westheath with the employment areas around the Walker Lines and also Bodmin College. Discussions also concentrated on ways of expanding this successful scheme. Rail User Data 2.2.9 Cornwall Council undertook passenger interview surveys at Bodmin Parkway on Tuesday 6th October 2009 and analysed the data. The survey collected data on origins and destinations of trips; reasons for being at origin and destination; frequency of trips; mode of travel to and from the station; alternatives to arrival and departure by car; factors likely to encourage bus travel; influence of station parking charges and rating of the station’s facilities. Priory Car Park Users Data 2.2.10 Cornwall Council also undertook an interview survey of users of Priory Car Park on Tuesday 6th October 2009. The survey collected data on origins and destinations of surveys; reasons for being at the origin and destination; frequency of trip; number of passengers; length of parking stay; alternative mode of travel; factors likely to encourage bus travel and the influence of parking charges. Air Quality Information 2.2.11 Through consultation with Cornwall Council and their air quality advisors data was assembled in relation to the air quality issues within the town and specifically on Dennison Road. WSP provided some input to the council’s deliberations on the extent and implications on the air quality management area to be implemented within the town. WSP reviewed the Bodmin Air Quality Management Area Action Plan and identified ways in which the masterplan could contribute towards the objectives of the Action Plan. Works Proposed via Planning Applications 2.2.12 Information has been assembled on works to be delivered through existing planning permissions through S106 obligations.

2.3 POLICY REVIEW 2.3.1 The transport strategy work has been done within the context of national and local policies on the relationship between land use and transportation and on encouraging more sustainable modes of travel to constrain car travel and particularly single occupancy car travel. The Local Transport Plan has been reviewed to identify policies and measures relevant to Bodmin. Extracts from the LTP are included in Appendix D.

2.4 SITE INSPECTIONS AND OBSERVATIONS 2.4.1 WSP’s team have collected first hand information on existing transport conditions and issues within Bodmin through numerous visits to the town over the course of the study at various different times of the day week and year. This has

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included use of the Camel Trail and first hand experience of the connection between the trail and the town.

2.5 SMARTER CHOICES 2.5.1 In line with the policy considerations described above, WSP has undertaken an assessment of the potential Smarter Choices available to reduce car travel. This has included a review of available information on the effectiveness of Smarter Choices from various research documents. A summary of the Smarter Choices assessment is included in Appendix B.

2.6 VEHICLE TRIP RATES 2.6.1 The assessment of Smarter Choices has in turn influenced the selection of vehicle trip rates for new development within the traffic model. A technical note setting out the selection of trip rates is included in Appendix C.

2.7 TRAFFIC MODEL BUILDING 2.7.1 WSP has built a computer based traffic model of Bodmin and the surrounding area which simulates existing morning peak hour conditions and is used to forecast the effects of the development scenarios. The model and its findings are described in more detail in Section 4.

2.8 OTHER TECHNICAL ANALYSIS 2.8.1 WSP has also undertaken other technical analysis including development of outline schemes for Improvements to the Priory Road/Turf Street junction, the Priory Road/Launceston Road junction and the Dunmere Road/Barn Lane junction. This has included individual junction traffic models for each to test the effectiveness of the improvements.

2.9 ASSESSMENT OF ISSUES 2.9.1 All of the transport issues indentified by WSP through consultation and through our own observations have been assessed in varying degrees depending on their nature and significance. All of these have been discussed within the masterplan study team and the significant ones discussed with the Council.

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3 Current Position and Key Issues

3.1 OVERVIEW 3.1.1 Bodmin occupies a strategic location within Cornwall, being at the point where the A30 and the A38, the two main routes to and from the county, meet. It also has the benefit of close proximity to the Penzance to London rail line. 3.1.2 Bodmin is also a gateway to areas to its west, in particular Wadebridge and Padstow. As a consequence there is a considerable amount of road traffic passing through Bodmin with no business in Bodmin. 3.1.3 The town is fairly compact and characterised by steep topography, being an east-west orientated valley with high ground to the north and south. 3.1.4 The other key factor defining transport within Bodmin is the reliance on a single east-west road through the town, via Priory Road/ Dennison Road /Higher Bore Street/ St Leonards. This situation has led to congestion and air quality issues within the town centre. 3.1.5 The proximity of the A30 to the east and south of the town has led to an emphasis on new development on the eastern side of the town, in particular employment uses.

3.2 A30 AND A38 TRUNK ROADS 3.2.1 In the wider context Bodmin has excellent access to the region and beyond by means of the two trunk roads that meet immediately to the east of the town. The A30 runs much of the length of the South West Peninsula and much of it is dual carriageway. There is a section at Temple to the north east of Bodmin, which is single carriageway and considered by some to be a barrier to the economy and potential of the area. The A38 connects Bodmin and the A30 with Plymouth and beyond. Its standard is variable; however the main bottleneck at Dobwalls has recently been removed with the construction of the Dobwalls bypass. Both these routes are under the authority of the Highways Agency, who will be keen to ensure that any development does not have a negative impact on the operation of the trunk roads. 3.2.2 Bodmin has three connections to the A30. The junctions at Callywith and Carminow Cross operate in tandem. The Callywith junction only allows movements to and from the east, while the Carminow Cross junction only allows movements to and from the west. The third junction at Lanivet provides a connection to the western side of Bodmin via the A391. The signing on the A30 is such that it encourages traffic to use the eastern junctions. 3.2.3 The advice from the Highways Agency and supported by analysis undertaken by WSP in 2007 shows that the two eastern junctions operate with spare capacity. It is understood the Lanivet junction also has spare capacity.

3.3 ROUTES INTO AND OUT OF BODMIN 3.3.1 Bodmin has five principal radial routes to and from the town. On the eastern side is the A38 Launceston Road connected to the Callywith A30 junction. The A389 connects the town to the Carminow Cross junction. The B3268 on the southern side of the town provides a link to Lostwithiel, Fowey and the A390. The A391 on the south west side of the town provides a link to St Austell. The A389 to the west of the town provides a link to Wadebridge and Padstow as well the west coast via the A39. All these routes are the responsibility of Cornwall Council.

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3.4 ROAD NETWORK WITHIN BODMIN 3.4.1 The main characteristic of the road network within Bodmin is the single principal east-west route incorporating Priory Road, Dennison Road and Higher Bore Street. This is a single carriageway with a single lane in either direction in most locations. This is the main route for traffic accessing the town centre and for through traffic. Its restricted width, tight bends, constrained junction at St Petroc’s Church Square and heavy traffic means it suffers congestion.

3.4.2 Fore Street runs parallel to Dennison Road and is the main shopping street. It is very narrow and operates one way westbound for service traffic and limited other traffic. It also becomes congested. 3.4.3 The only other east-west route through the town of any consequence is via Barn Lane and Beacon Road between the A389 and the B3286 on the southern side of the town. This route is used by some traffic seeking to avoid Dennison Road and for some bus routes, however for traffic to and from the eastern A30 junctions and the areas on the north east side of the town its benefit is limited because that traffic still has to rejoin the principal route at the St Petroc’s junction via Crinnicks Hill and Turf Street. 3.4.4 On the south east side of the town there is a route from the Carminow Cross roundabout to the town centre via Castle Canyke Road which is also the access route for the Walker Lines Industrial Estate. 3.4.5 On the southern side of the town there is also a convoluted route of poor standard between Beacon Road and the A389 via Crabtree Lane, Gladstone Road, Kirkland road and Westheath Road; however much of this route is no more than a narrow country lane.

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3.5 JUNCTIONS WITHIN BODMIN 3.5.1 The key junctions on the east-west route through the town are:

„ The double mini-roundabouts at Dunmere Road (A389), Westheath Avenue (A389), Barn Lane and St Leonards. This is the junction where two of the main radial routes meet and it has an awkward five arm configuration. It experiences congestion in peak periods.

„ The junction of Dennison Road and Berrycombe Road is a T junction with restricted space. It is on the access route for Sainsburys, Bodmin Jail Museum and the Camel Trail. This junction can cause delays for through and side road traffic.

„ The Bell Lane/Dennsion Road junction serves traffic using the Dennsion Road car park and the parking and service areas on the north side of Fore Street. The right turn out of Bell Lane can be difficult due to traffic volumes.

„ The Dennison Road/Priory Road/Turf Street junction is the main source of congestion in the town centre. It is a mini-roundabout situated close to the sharp bend on Dennison Road. Cornwall Council has looked into improving the junction in the past, however the main constraint to improvement is the close proximity of buildings and the lack of land. To undertake improvements would require the acquisition of land and buildings on the southern and western side. St Petroc’s Church borders the northern side.

„ On Turf Street there are junctions for the access to the Priory Car Park, to Fore Street, the Mount Folly Car Park and Crinnick Hill. These all interact and become congested.

„ The Launceston Road/Priory Road junction is a T junction with a left filter from Priory Road into Launceston Road.

„ The other two significant junctions are at either end of Cooksland Road where it meets Launceston Road and Priory Road. Both are very busy and the latter has a poor layout.

3.6 TOWN CENTRE TRAFFIC FLOWS 3.6.1 Traffic flows for key roads within Bodmin have been derived from existing traffic surveys provided by Cornwall Council. The findings are illustrated on the traffic flow plan as 12 hour weekday flows. These flows were recorded in various years and months without any adjustments and therefore present a general indication of traffic levels.

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3.6.2 Traffic flows through the town centre on Dennison Road and Higher Bore Street are 14000 to 15000 vehicles per day (vpd). The flows on the radial roads leading to and from the town are in the range of 8000 to 14000 vpd. Flows on Fore Street are 2500 to 3000 vpd. Flows on Barn Lane are 6000 to 7000 vpd and on Turf Hill are 8000 to 9000 vpd. 3.6.3 The HGV survey undertaken by Cornwall County Council in 2007 recorded HGVs passing through Bodmin over a 12 hour period from 0700 to 1900 hours on a September weekday. This was done by recording and matching vehicle registration plates entering and leaving the town. A through vehicle was regarded as one where the vehicle was recorded entering and leaving within a 15 min period. The total numbers of HGVs matched over the day was 445. When factored by the sample size this equates to 482 vehicles. 3.6.4 The main traffic issues are the levels of traffic on Dennison Road which results in queues and congestion. Much of this is due to eastbound traffic having to wait to negotiate the Dennison Road/Priory Road roundabout. Turf Hill also gets congested due to through traffic on Lostwithiel Road as well as traffic accessing the Priory Car Park, Mount Folly Car Park and Fore Street. 3.6.5 At the western end of the town the double mini-roundabout at Dunmere Road/Westheath Avenue experiences queues at peak periods. 3.6.6 A degree of queuing occurs at the junction of Launceston Road/Priory Road. 3.6.7 Significant queues occur at peak periods at the junctions at either end of Cooksland Road. 3.6.8 The two A30 junctions generally operate within their capacity.

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3.7 ABILITY OF EXISTING ROAD NETWORK TO SERVE BODMIN AND FUTURE EXPANSION 3.7.1 Through the responses to consultations and through observations and surveys it is clear that there is an operational and capacity issue with the highway network in Bodmin, as do most towns and cities in the country. However in Bodmin there are few alternative routes that traffic can take and those that do exist such as Fore Street and Barn Lane have constraints. 3.7.2 During peak periods in particular traffic on Dennison Road is slow moving, leading to queues, carbon emissions and air quality issues. The junctions contributing to this situation are the Priory Road/Turf Street mini roundabout junction and the double mini roundabout at Dunmere Road/Barn Lane/Westheath Avenue/St Leonards. There are also issues at the Berrycombe Road/Dennison Road junction and on Turf Street. 3.7.3 The definition of capacity is not an absolute one. There are a number of measures that can be applied. It is also arguable that congestion is itself a means of deterring further trips that would fill any new capacity created. 3.7.4 It can therefore be argued that Bodmin’s road network is operating at capacity in certain locations at peak periods. This means that in order to support expansion measures need to be put in place to address the capacity issue. It was stated very clearly by participants at the workshops with key stakeholders that a new route across the town is required.

3.8 PEDESTRIAN AND CYCLE ROUTES 3.8.1 Bodmin has the benefit of being a compact town where the walking and cycling distances are realistic, however the topography means that some routes are hilly. Cornwall Council has actively promoted walking and cycling for work education and leisure. The plans below illustrate the existing pedestrian and cycle routes in and around the town.

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Walk to Work and the Missing Link 3.8.2 The Walk to Work scheme has proved very successful, but at present there is a gap in the route on the western side preventing it linking up with the Camel Trail.

Camel Trail and Connection to Town Centre 3.8.3 The Camel Trail is a very well used leisure route linking Bodmin with Wadebridge and Padstow to the west and Wendfordbridge to the north. It is also used by some commuters. The linkage between the trail and Bodmin town centre is poor. The signage to and from it as well as between the trail and, for example the Jail could be improved. The route between it and the town centre is partly on Berrycombe Road which

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is narrow with on-street parking, which creates problems for vehicles passing each other even before cycle traffic is introduced. There are limited cycle parking facilities once cyclists reach the edge of the town centre, located at the junction of Berrycombe Road and Dennison Road. Between the trail and the town centre cyclists have to cross Dennision Road. These constraints are inhibiting the potential visitor interest Bodmin can derive from the Camel Trail. Discovery Route with Links to Town Centre 3.8.4 Cornwall Council has plans for a “Discovery Route which would circulate around the perimeter of the town picking up points of interest and having connections back into the town centre at various locations. Connection of Fore St Car Park to Fore St 3.8.5 As part of the town centre framework a multi-storey car park was proposed on part of the existing Mount Folly Car Park. This in part would replace the Dennison Road Car Park. In order for this to work it needs an improved pedestrian connection to Fore Street. A lift was proposed as part of the car park and would lead to Fore Street via an existing or new gap between buildings on the south side of Fore Street. However it now seems likely that the multi-storey car park on Fore Street car park will be dropped and if additional parking is to be provided, it will be located elsewhere. Links across the A30 3.8.6 The A30 forms a barrier between Bodmin and interconnected woodland areas of interest on its eastern side including Lanhydrock and Cardinham Woods. There are a number of existing crossing points along the A30 which could no doubt be used to better effect. 3.8.7 At Callywith there is a road link over the A30 adjacent to the south bound off slip road from the A30 to Bodmin. This link leads via a number of tracks to Lidcutt Wood and Callywith Wood. This is identified as a part of the proposed Discovery Route. 3.8.8 The next connection to the south is a track over the A30 at Higher Margate This connects Cooksland Road and Priory Road with Margate Wood. 3.8.9 Further south again is the A38 road link over the A30 which forms part of the A30 Carminow Cross junction. While this is also a busy traffic link it does nonetheless provide a connection between the eastern side of Bodmin and areas to the east of the A30 3.8.10 Immediately south of the A38 the Bodmin and Wenford Railway crosses the A30 with the railway in cutting. 3.8.11 There is a further connection a little further south at Halgavor Plantation where there is a bridge over the A30 which provides a link to the Lanhydrock estate. This is also identified as part of the proposed Discovery Route. 1SW Bid for South West Off-Road Cycling Road Project 3.8.12 An Expression of Interest submission document has been prepared by a group of South West Project partners led by the Forestry Commission for 50% funding for a regional project to promote the South West as a world class region for off road cycling. The bid includes the provision of five high quality adventurous off-road cycling hubs. One of the hubs would be at Cardinum Woods to the east of Bodmin.

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3.9 BUS SERVICES 3.9.1 Bodmin is served by the Bodmin Town Service (454) and a number of other services linking the town with other settlements. The Bodmin bus services details are included in Appendix D and the bus routes shown below.

3.9.2 The town bus service (454) operates hourly throughout the day between 0730 and 1800 Monday to Saturday with a number of permutations. 3.9.3 There is an hourly service between Bodmin and St Austell (529) via Roche and Bugle which runs between Monday and Saturday as well as every two hours on Sundays. 3.9.4 The 555 service runs between Bodmin Parkway and Padstow via Wadebridge hourly between 0630 and 2130 Monday to Saturday as well as two hourly on Sundays. 3.9.5 The 593 service connects Bodmin with Liskeard and is timed to provide a connection to Plymouth via the 592 service. This runs hourly from Monday to Saturday. 3.9.6 All of these services receive financial support from Cornwall Council. Funding has been sought for “Kick Start” money to double the frequency of the 529 Bodmin-St Austell service and it is understood this has been successful. 3.9.7 At present bus subsidies are funded through the Council Tax, however the new Cornwall Council is understood to be considering ring fencing parking revenue for transport use (hypothecation). 3.9.8 Where possible the bus services are routed to avoid Dennison Road due to traffic levels. This is not possible with the town service. There is no bus priority in Bodmin and therefore the attractiveness of using the bus is undermined by the journey times being no quicker than by car. 3.9.9 There is also a “Dial a Ride” service which operates for a triangle of villages to the north of Bodmin, including St Brewards, St Mabyn and Blisland.

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3.9.10 Bus patronage is increasing; in the last concessionary year prior to 2009 concessionary fare passengers increased by 30% while fare payers increased by 10%. 3.9.11 The main concentration of bus passengers is in Westheath on the western side of the town. There is also significant patronage related to the retail stores. 3.9.12 There is currently little or no bus patronage from the employment areas. Employers say this is because employees travel in from outside Bodmin with limited opportunity for travelling by bus. In the stakeholder meetings comments were made about the lack of coordination between the bus timetable for services calling at Bodmin Parkway and the rail services. However the Council’s public transport team’s experience is that running “clockface” bus services to and from the station is more effective for the route as a whole than trying to link them to train times.

3.10 COACHES 3.10.1 Bodmin has no bus station to facilitate coach parking. National Express coaches pick up and drop off in the westbound direction opposite St Petroc’s Church and in the eastbound direction opposite the car park on Dennison Road.

3.11 RAIL SERVICES Bodmin Parkway 3.11.1 Bodmin is served by Bodmin Parkway station, which is on the Penzance to London line. The station has a ticket office that is manned between 0630 and 2000 Monday – Saturday and 1030 to 1940 on Sundays. Ticket machines are available. The platforms are only partially accessible step free. There is car parking for 75 cars, which from inspection seems to be used at or near capacity. 3.11.2 The 555 bus service connects the station with Bodmin and Wadebridge. 3.11.3 During the consultation process it has been said that buses have difficulty turning into the Parkway due to traffic flows in the opposing direction and for that reason buses en-route to Plymouth do not do so. It has been suggested that providing a roundabout would resolve the problem. 3.11.4 The station is managed by First Great Western (FGW). The train services are provided by FGW and Cross Country. Both operators provide services between Penzance and Taunton. Beyond Taunton FGW services connect to London while Cross Country connect to Birmingham and onto Leeds and Edinburgh. There are also Cross Country services to Manchester. 3.11.5 It appears that the station’s primary function at present is for passengers from Bodmin and further afield travelling outwards. There may be scope for increasing its use for inward travel. 3.11.6 The Bodmin Parkway passenger interview survey undertaken for the masterplan study revealed some interesting findings:

„ 25.6% of trips started at Bodmin;

„ 20.5% of trips started at Wadebridge;

„ The remainder were spread over a variety of origins with 5.1% from Liskeard being the next highest.

„ 41% of trips were to Plymouth;

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„ 15.4% of trips were to London;

„ 10.3% of trips were to Bodmin and the same to Wadebridge;

„ 53% of trips to and from Parkway are by car and 21% by bus;

„ If the car was not an option 39% of travellers would use the bus. 23% would not make the trip. 3.11.7 Factors likely to encourage use of bus to and from station are:

„ Lower fares 53% highly influenced

„ Greater frequency 62% highly influenced

„ Greater service coverage 67% highly influenced 3.11.8 The facilities at Parkway were generally rated satisfactory or good. 3.11.9 From these results it appears that there is scope for converting more trips to bus for trips to and from Bodmin and Wadebridge which accounts for 46% of the outbound trips. The remaining origins and destinations are spread wide and thin. The factors likely to influence that choice are greater frequency and lower bus fares in that order. 3.11.10 At the stakeholder workshops and the public consultation the point was raised that the rail service and the connecting bus service were not well coordinated and on occasions the bus would leave the station before a delayed train had arrived. The council has advised that this is an inherent difficulty where a scheduled bus service provides that link as described in earlier comments on bus services. If the bus were to wait for the train it would not deliver a consistent and reliable service on the remainder of its route. Bodmin and Wenford Railway 3.11.11 The Bodmin and Wenford Railway is a heritage line which runs between the Camel Trail and Bodmin Parkway via Bodmin General Rail station. The route is illustrated on the “Walk to Work “Plan in Section 3.8. The line is 13 miles long and operates between March and December. Consideration has been given as to whether the service or the route could be used to provide a regular connection between Bodmin and the Parkway, however this seems unlikely. 3.11.12 Consultations were undertaken with the railway which covered a wide range of issues. The idea of using the rail line as a means of providing a connection from Bodmin town to Bodmin Parkway was considered. Apart from the fact that the station is located some distance from the town centre there were other more significant constraints. The railway is currently geared up to provide a tourist and visitor attraction on a limited timetable and relying largely on volunteer resources. To provide an effective connection to Bodmin Parkway it would have to convert to a commercial basis with an entirely different structure, operations and funding. The other significant factor is that Bodmin station is located in a primarily residential area and the railway seeks to be a good neighbour. Extending operations into the periods necessary to provide a commercial service would conflict with that obligation. 3.11.13 The consultation also addressed the possibility of providing a footpath/cycleway within the rail line land, but due to restricted width as well as health and safety reasons this is not possible.

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3.12 TRAVEL TO WORK PATTERNS 3.12.1 Bodmin has a population of approximately 13,700 and supports about 8,300 jobs, consequently it is a nett importer of workers. Approximately 5,000 residents of Bodmin travel to work elsewhere. 3.12.2 Details of travel to work patterns have been derived from the 2001 Census data and presented in GIS diagrams in Appendix D. This shows the destinations of outbound work trips from Bodmin by mode of travel and also the origins of inbound work trips to Bodmin by mode of travel. 3.12.3 As expected for a largely rural area which is highly car dependant the proportion of car trips is high at 70% to 80%. There is a substantial proportion of work from home numbers (5% to 8%) and also a good proportion of walk to work trips. (10% to 14%) 3.12.4 The GIS plots show that there are few works trips by bus to and from wider destinations and very few rail trips. The car based work trips both inbound and outbound are spread in all directions with a significant proportion to and from the west, bringing trips through the town centre.

3.13 PUBLIC CAR PARKING 3.13.1 Public car parking in Bodmin is provided by Cornwall Council (CC) and by Bodmin Town Council (BTC). The car park details are tabulated below:

Table 2.1 Existing Parking Provision

Car Park Manager Spaces Charges

Priory Section 1 Short Bodmin Town Council 14 30p up to 30 mins Stay

Priory Section 1 Long Bodmin Town Council 204 30p per 30mins Stay 60p per hour after 30 mins

Priory Section 2 Long Bodmin Town Council 139 70p all day Stay

Market Street Bodmin Town Council Season tickets

Mount Folly (Fore Street) Cornwall Council 101 70p up to 1 hour Shopper 60p per hour thereafter upto 6 hours. £5 per day.

Mount Folly (Fore Street) Cornwall Council 46 £1.50 for 4 hours Long Stay £3.20 all day

Dennison Road Cornwall Council 62 70p up to 1 hour

60p per hour thereafter upto 6 hours. £5 per day

Berrycombe Road Cornwall Council 32 70p for 1 hour

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£1.60 for 4 hours

£3.20 all day

Victoria Square (Bodmin Cornwall Council 42 £1 for 4 hours General Rail Station) £3.20 all day

Camel Trail Approx 20 Free

Sainsburys Car Park 167 Free for shoppers

3.13.2 Cornwall Council is believed to be in the process of reviewing parking charges across the county to achieve consistency. 3.13.3 Cornwall Council is able to provide details of car park receipts, but this is very coarse, i.e. monthly figures and does not provide information on day to day usage. 3.13.4 The observed pattern of car park usage is that Dennison Road is very heavily used due to its central location. There are often queues of cars waiting for spaces. Priory Car Park is also heavily used which is in part due to the lower parking charges. 3.13.5 The Mount Folly (Fore Street) car park shopper element is well used. It is close to Fore Street, although the access is currently poor. The long stay element, including season ticket parking is underused. 3.13.6 Berrycombe Road car park is well used. 3.13.7 The Camel Trail car park is well used, particularly on weekends and could be extended. 3.13.8 Cornwall Council is considering ring fencing parking revenues for transport investment (hypothecation).

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3.13.9 Most of the parking is located on eastern side of the town centre. There could be an opportunity to reduce cross town trips by having parking on the western side. 3.13.10 Car parking is a very powerful tool in influencing travel behaviour as well as potentially being a source of funding for transport measures to encourage sustainable travel. This has to be balanced with its role in supporting the economy and viability of the town. At present cheap parking at Priory Car Park is helping to support the local economy, but doing nothing to encourage more sustainable travel. 3.13.11 As well as public car parking the masterplan study also has to consider the level of parking provided for new development, which has to take into account a number of factors including transport and planning policy, marketability and the effects of overspill parking.

3.14 CAR USAGE AND INCENTIVES FOR ALTERNATIVE MODES OF TRAVEL 3.14.1 The GIS data derived from the 2001 Census reveals the modes of travel used for trips to work by percentage. Table 2.1 shows the percentage for inbound and outbound trips separately.

Table 3.1 2001 Census Travel to Work Data

Inbound Trips to Bodmin

Work Train Bus Taxi Car M/Cycle Cycle Foot Other Total from Home

5.6% 0.1% 1.3% 1.1% 79.0% 1.4% 0.9% 10.1% 0.5% 100%

Outbound Trips from Bodmin

Work Train Bus Taxi Car M/Cycle Cycle Foot Other Total from Home

8.1% 0.1% 0.8% 2.5% 71.7% 1.3% 1.4% 14.0% 0.1% 100%

Priory Car Park Survey 3.14.2 The Priory Car Park Interview Survey revealed some interesting information. The data is included in Appendix F and summarised as follows:

„ 27% of trips originated in Bodmin

„ 11% from St Austell was next highest origin

„ Remaining origins covered 21 places

„ 93% of trips started from home

„ If car travel was not an option: ƒ 21% would walk ƒ 2% would cycle ƒ 30% would use the bus 11031101 22

ƒ 30% would not make the trip

„ Factors likely to convert trips to bus: ƒ Lower fares 54% not influenced 25% highly influenced ƒ Greater frequency 36% not influenced 40% highly influenced ƒ Greater coverage 36% not influenced 46% highly influenced ƒ Shorter journey time 57% not influenced 22% highly influenced

„ Would higher parking charges discourage travel to Bodmin by car? ƒ 34.5% Yes 65.5% No 3.14.3 The proportion of trips to the car park originating from within Bodmin is 27% so these are the trips where there is scope for converting to the town bus. The factors most likely to influence the switch to bus are lower fares and greater frequency. The other key influence is the cost of parking relative to the cost of bus travel. 3.14.4 The second highest origin for trips is St Austell and Cornwall Council has secured Quick Start funding for improving the St Austell – Bodmin bus service

3.15 AIR QUALITY 3.15.1 Cornwall Council does, under its statutory duty, monitor and assess air quality.

It has found that pollution levels of NO2 exceed nationally designated levels on Dennsion Road and in St Leonards. The council’s investigations reveal that this is due to traffic emissions. Weekday traffic levels on Dennision Road range between 13,000 and 17,000 vehicles per day depending on the season. Research has revealed that the two main contributors to the emissions are cars which represent 92.6% of the traffic volume and 42% of the emissions, while medium goods vehicles which are 5.5% of the traffic produce 45% of the emissions. 3.15.2 An “Air Quality Management Area” has been defined which covers the entire town centre and beyond. (See Plan)

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3.15.3 The Council has prepared an “Air Quality Management Area Action Plan” (AQAP), which includes a wide range of measures to try to address the air quality problem. The Smart Targets within the action plan are shown on the tables in Appendix G. 3.15.4 There are many overlaps between the Bodmin Masterplan and the AQAP: The actions which the masterplan can support and enhance include:

„ Safer routes to school;

„ Improvement of walking environment;

„ Improvement of cycling environment;

„ Traffic signals coordination;

„ Work to prevent future air quality impacts from new development;

„ Presumption in favour of mixed use development;

„ Promote sustainable networks (walking and cycling);

„ Examine the movement of HGVs and MGVs in the area;

„ Junction improvements;

„ Parking controls;

„ Improvements to road layouts;

„ Investigate linking rail and bus timetables. 3.15.5 The emphasis of the masterplan will, in general, be to reduce the need for car travel and to provide opportunities for travel by other more sustainable modes. 3.15.6 In addition it may be that new road infrastructure required to serve new development can also divert some traffic from Dennison Road.

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3.15.7 There are therefore ways in which the masterplan project can potentially assist the air quality initiatives, for example:

„ Possible new road links to serve development and potentially offer alternative routes for some traffic using Dennison Road and Turf Street;

„ Provision of a traffic model which can be further developed for air quality modelling purposes;

„ Using the traffic model to assess traffic origins, destinations and trip purposes;

„ Potential improvement of the town bus service to encourage more sustainable travel;

„ Location and management of town centre parking to influence travel patterns;

„ Measures to encourage walking and cycling.

3.16 LOCAL TRANSPORT PLANS 2 AND 3. Cornwall Council’s Local Transport Plan 2 covers the period 2006-2011 and details are included in Appendix D. LTP2 addresses, as required by central government, the following key 'shared' priority areas that local authorities should demonstrate that they are progressing:

„ Improved access to jobs and services, particularly for those most in need, in ways which are sustainable: improved public transport.

„ Local safety.

„ Reduced problems of congestion.

„ Reduced problems of air pollution. 3.16.1 The LTP 2 programme for Bodmin is set out in Table 1.7 from the Urban Centres Strategy.

3.16.2 Cornwall Council is currently consulting on Local Transport Plan 3 which will cover a period up to 2030.

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3.17 EXISTING S106 COMMITMENTS 3.17.1 A number of S106 planning commitments exist for sites with planning permission, these are:

„ Conversion of the Cooksland Road/Launceston Road junction to a roundabout under a commitment for a retail development on the land adjacent to Asda.

„ Improvements to the Cooksland Road/Priory Road junction under a commitment for the new police station whereby the right turn out of Cooksland Road will be banned and instead vehicles will use a new link through the site between the two roads.

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4 Traffic Model

4.1 INTRODUCTION 4.1.1 WSP has built a traffic model of Bodmin using the VISUM software. The model extent covers the whole of Cornwall at trunk road level and increases in detail as it tends towards Bodmin, with the entire Bodmin urban area modelled in detail. 4.1.2 Initially a 2009 base year model was prepared for the morning peak period of 0800 to 0900 hours. 4.1.3 The model was developed and measured for robustness against the standards set out in the Design Manual for Roads and Bridges (DMRB) issued by the Department for Transport. The base year model details were set out in a Local Model Validation Report (LMVR) and subsequently approved as ‘fit for purpose’ by Cornwall Council. 4.1.4 This base year model was then used as the foundation for developing and measuring all the forecasts for the masterplan development scenarios. 4.1.5 A Scenario Modelling Report will be produced setting out all the pertinent information.

4.2 WHAT IS THE MODEL DESIGNED TO DO? 4.2.1 The base year model is designed to replicate typical 2009 morning peak hour traffic conditions in Bodmin. It provides zone to zone traffic movements, traffic flows on road links, junction performance assessments and journey time information. It is also able to provide information on travel costs, which is a component of the model used for journey route selection. 4.2.2 From the base year model, future year models have been prepared for the 2026 morning peak to replicate the effects of selected development scenarios. The scenarios tested within the model are the “Market Trends” which is an assumption about the level of development that might occur through market pressures in the absence of a masterplan. The impact of the Market Trends scenario was considered to be too great and therefore it was refined into a “Core Masterplan” which had the same levels of employment, but reduced housing. The other scenario tested is the “Growth Masterplan”. 4.2.3 The future year runs provide the same range of information as the base year model and allow comparisons between the development scenarios and provide information on the impact of development. 4.2.4 The model is capable of being extended in the future to include the PM peak and to incorporate other modes of travel and to provide information for a major scheme bid for funding should that be required.

4.3 METHODOLOGY 4.3.1 The base data for the model consisted of the traffic data supplied by Cornwall Council and the data collection commissioned by WSP, which included roadside driver interviews, automatic traffic counts, junction turning counts and journey time surveys across the town 4.3.2 The extent of the detailed model is illustrated by Figure 2.1 from the LMVR. The travel zones in the model extend well beyond the detailed model area and cover the region.

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Figure 2.1 from LMVR

4.3.3 The model contains a representation of the highway network and junctions with each road link coded according to its capacity and operating speed. 4.3.4 The full study area is sub-divided into zones with larger zones at the edges and smaller zones closer to Bodmin town centre. 4.3.5 From the roadside interview data matrices were produced of trips between the zones according to trip purpose. This produced a “Partially Observed Matrix” for trips in the direction into Bodmin as interviewed. The outbound trips were derived by reversing the inbound trips survey from the afternoon surveys. 4.3.6 These trips were then multiplied by a factor to convert them from the sample size to the full trips. 4.3.7 The trips observed as vehicles were then converted to passenger car units (pcus) whereby larger vehicles are represented as more than a single car. This is the approach used by most traffic models. 4.3.8 Adjustments were made to compensate for any double counting of trips. 4.3.9 Separate trip matrices were prepared for HGVs and for all other vehicles combined. 4.3.10 In order to improve the quality of the trip matrices in areas where they might be weak a matrix estimation process was applied. 4.3.11 The trips within the trip matrices were then “loaded” onto the road network within the model by an assignment process using a mathematical algorithm called “The Equilibrium Lohse Method”. Trips take the most attractive route, but in order to avoid an

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over simplification and to adjust the attractiveness of routes depending on the number of trips using them the trips are loaded several times using an iterative process. 4.3.12 Various range checking and validation procedures were applied to ensure accuracy of the results. The results were compared with the criteria set out in the DMRB guidance to ensure they were fit for the purpose of testing the development scenarios.

4.4 ASSUMPTIONS USED IN THE MODEL Background Traffic Growth 4.4.1 For the production of the future year (2026) development models allowance was made for the growth of non-development “background” growth in traffic due to factors including car ownership, fuel prices, income and economic factors. These adjustments are constrained by national data from the National Trip End Model and TEMPRO. Development Trip Rates 4.4.2 Vehicular trip rates have been applied to each element of new development in the development scenarios to define the vehicular trips that will be generated. The trip rates have been selected to allow for the effects of smarter choices for travel in the future as set out in Appendix C, while still being realistic. 2026 Core Masterplan 4.4.3 This represents what development might be expected to occur through market forces in the absence of a masterplan. This scenario incorporates the following assumptions:

„ Background traffic growth with income and fuel price adjustments

„ Residential development: 1148 units

„ Employment and Commercial floorspace: 81,316 sqm

„ 1 Primary School: 250 pupils

„ Highway network infrastructure changes

4.4.4 The highway changes include the conversion of the Priory Road/Turf Street mini-roundabout into a larger conventional roundabout and a new access to Priory Car Park from a reconfigured and signalised Priory Road/Launceston Road junction. It also includes improvements to the Launceston Road/Cooksland Road junction delivered through existing development S106 obligations and the changes at the Priory Road/Cooksland Road junction resulting from the new police station. 2026 Growth Masterplan with Distributor Road

4.4.5 This is the northern development scenario with the inclusion of the distributor road between Callywith and Dunmere Road. 4.4.6 This scenario incorporates the following assumptions:

„ Background growth with income and fuel adjustments

„ Residential development: 4588 units

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„ Employment and Commercial floorspace: 90,354 sqm

„ 2 Primary Schools: 250 pupils each

„ 1 Secondary School: 600 pupils

„ Relocation of Sainsburys to the western side of the town.

„ Network infrastructure changes as for the Core Masterplan.

„ Northern Distributor Road.

4.5 RESULTS AND WSP INTERPRETATION Information Provided by the Model

4.5.1 The key information provided by the model is:

„ Traffic flows on all the road links within the model;

„ A measure of the capacity of key road junctions;

„ Journey times across the town in both directions;.

„ Where trips start and finish. Interpretation and Assessment of the Model Information

4.5.2 The model is able to provide a considerable amount of detailed information. Selective and careful interpretation and assessment of the information is required to provide the answers to the questions which the model was built to answer. 4.5.3 The current situation is that Bodmin has only one realistic route for east-west traffic and that route is taking traffic that has business in Bodmin and also through traffic. There are existing problems with air quality on the eastern end of Dennison Road and at St Leonards due entirely to road traffic. 4.5.4 In the masterplan consultation process there has been a strong view that a new road is required to take out of Bodmin unnecessary traffic and enable development. 4.5.5 The model is therefore required to assist in answering the following questions:

„ How much through traffic is there that might be diverted away from the town centre?

„ How much development could Bodmin support without a new road?

„ How much development could Bodmin support with a new road?

„ Where are other potential problem areas that might need improvements?

„ What is the impact of the development on the A30?

„ What connections should be made to a northern distributor road? 4.5.6 It could be argued, as a result of the air quality issue, that Bodmin has already reached its capacity. However it is unrealistic to think that no further development will occur in Bodmin. The question is what criteria should be applied to determine what is an acceptable level of development? 4.5.7 There is no simple formula that will provide the answers to these questions so a somewhat subjective assessment of the data is required.

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Traffic Flows

4.5.8 The table below sets out the traffic flows for a number of key road links within Bodmin for the existing situation and the development masterplans. It also includes an indication of what might be considered the capacity of the links using Department of Transport guidance.

Table 4.1 Morning Peak Traffic Flows (0800-0900)

Road Link Direction Traffic Flows (vehicles) Notional Capacity BY CM GM

Turf Street south NB 240 280 300 900 SB 550 1100 1010 900 Dennison Road (Turf EB 700 1200 1100 900 St North) WB 420 310 360 900 Dennison Road west EB 530 980 810 900 of Berrycombe Road WB 370 400 420 900 Higher Bore Street EB 530 890 770 900 WB 500 770 630 900 Fore Street WB 130 490 290 500 Westheath Avenue NB 310 390 390 900 SB 360 410 450 900 Westheath Road EB 90 190 230 750 WB 100 190 370 750 Boundary Road NB 80 570 360 750 SB 180 180 370 750 Dunmere Road EB 320 270 290 900 WB 340 660 380 900 Berrycombe Road EB 90 110 160 375 WB 80 80 110 375 Barn Lane EB 290 40 110 750 WB 290 330 300 750 Copshorn Road NB 6 9 50 100 SB 2 8 60 100 Castle Street NB 3 20 30 200 SB 30 280 250 200 Priory Road West of EB 580 850 770 900 Launceston Road WB 610 730 540 900 Launceston Road NB 350 580 450 900 SB 330 360 320 900 Cooksland Road NB 380 630 690 900 SB 340 510 600 900 Priory Road West of EB 210 310 340 900

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Cooksland Road WB 320 350 290 900 Lostwithiel Road NB 240 400 400 900 outside built-up area SB 130 300 320 900 A30 North of NB 830 1000 1130 3600 Callywith Quarry SB 860 1170 1320 3600 A30 South of NB 1330 1390 1370 3600 Carminow Cross SB 1200 1370 1450 3600 Northern Distributor EB - - 630 900 Road Western Section WB - - 590 900 Northern Distributor EB - - 560 900 Road Central Section WB - - 660 900 Northern Distributor EB - - 950 900 Road Eastern Section WB - - 480 900 Northern Distributor EB - - 550 900 Road (Through traffic) WB - - 400 900 EB East bound WB West bound NB North bound SB South bound BY Base year 2009 CM Core Masterplan GM Growth Masterplan with Distributor Road

(1) The notional capacities are derived from guidance by the Department from Transport and are indicative rather than precise. These are link capacities, not junction capacities.

4.5.9 These results show that at some key road links, principally the eastern end of Dennison Road and Turf Street south, would be operating above their notional capacity under the Core Masterplan without a distributor road. The inclusion of the distributor road with the Growth Masterplan provides flows closer to the notional capacity. Most other links operate within their notional capacity. Through Traffic 4.5.10 The model does not separate existing traffic from new development traffic, but by interpolation of flows on some links it can be deduced that the distributor road is diverting around 350 to 400 existing trips in the peak hour from the town centre. Connections between the Distributor Road and the Town Centre 4.5.11 One decision to be made is whether to connect the distributor road to the town centre via Berrycombe Road/Copshorne Road or another road. On the one hand it provides a short route to and from the town centre, but on the other hand it increases traffic at the eastern end of Denison Road and it is questionable whether Berrycombe Road/Copshorne Road or other roads are suitable routes. Not having this road connection means traffic will access the town centre from either end. It also reinforces pedestrian and cycle connections from the northern development to and from the town centre. It also means that bus connections could be provided achieving bus priority. The Growth Model has been run without these connections and that is the recommendation.

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Junction Performance 4.5.12 The model provides an indication of how junctions perform and indicates that in addition to the need for the proposed Priory Road/Dennison Road junction improvements there is also a need for improvement to the Dunmere Road/Westheath Avenue Road junction. The Dunmere Road approach is forecast to have significant delays even with the distributor road.

Journey Times 4.5.13 The traffic model provides forecast journey times across the town for the existing situation and each development scenario. 4.5.14 Journey times for the morning peak period for two cross town and return routes have been extracted from the model. Route 1: A391 Westheath Avenue (JT1) – A38 Launceston Road (JT2) – A38/ Carminow Road Roundabout (JT3) – A389 Dunmere Road (JT4) -. A391 Westheath Avenue (JT1) Route 2: A389 Dunmere Road (JT4) - A38/Carminow Road Roundabout (JT3)- A38 Launceston Road (JT2)- A391 Westheath Avenue (JT1) - : A389 Dunmere Road

4.5.15 In general terms, the journey times for a complete circuit of either route in the weekday morning peak will increase from the base year to the Core Masterplan. 4.5.16 A trip from JT1 to JT2 (4.1km) is modelled to take around 7 minutes in the Base Year. In the Core Masterplan it takes another 90 seconds. 4.5.17 For the Growth Masterplan with the distributor road the journey times are similar to the Core Masterplan. Some trips will be quicker in the Growth Masterplan compared with the Core Masterplan due to the effect of the distributor road. A trip from JT4 to JT3 is forecast to be 66 seconds quicker. 11031101 33

Conclusions from Traffic Model Findings 4.5.18 The general conclusions reached are that:

„ The Core Masterplan results in increases of traffic in the town as would be expected with additional development, but is considered to be at acceptable levels and at a level of development that would be difficult to resist;

„ Traffic levels for the Growth Masterplan are similar and in many locations lower than the Core Masterplan and so to a large extent the Northern Distributor Road is off- setting the additional development;

„ There are increases in traffic at the eastern end of Dennison Road and Turf Street;

„ Some of the growth of traffic included in the model comes from background growth due to factors other than development such as employment, income, car ownership and fuel price;

„ Some of the growth of traffic comes from committed development;

„ In addition to the junction improvements included in the model, the Dunmere Road/Westheath Avenue double roundabout also needs improvement;

„ The new connection to Priory Car Park from a signalised version of the Priory Road/Launceston Road junction is recommended;

„ The level of forecast traffic on the A30 is within its capacity;

„ Although junction improvements are included in the model it is expected they could be refined through the design process to maximise their operational efficiency;

„ The level of traffic in the town can also be influenced by the parking strategy and the effort put into delivering Smarter Choices.

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5 Transport Strategy

5.1 DEVELOPING THE STRATEGY 5.1.1 A number of objectives underpin the transport strategy for the masterplan. The relationship between land use and transportation is the starting point. Having a good mix of development with housing, employment, local facilities, schooling, shopping and leisure together in close proximity provides an opportunity to reduce the need for travelling longer distances. It also provides greater opportunities for travel by more sustainable means, especially walking and cycling as well as by local bus. Bodmin has the advantage in this respect of being a compact town. 5.1.2 This concept is also aimed at clawing back trips that are currently being made from Bodmin to other destinations for employment, shopping and leisure purposes that can be provided within Bodmin. 5.1.3 The transport strategy seeks to capitalise on the compact nature of the town and the internal pedestrian and cycle linkages that can be opened up. 5.1.4 Current land use and transportation policies are aimed at encouraging more sustainable travel and placing less reliance on car travel and particularly on single occupancy car travel. A range of “Smarter Choices” measures that can implemented with the masterplan are set out in Appendix B. The trip rates used in the traffic model assume the implementation of Smarter Choices to reduce single occupancy car travel. 5.1.5 A variety of sustainable transport including “Smarter Choices” measures have been considered, some of which can be delivered through the masterplan and some of which could be delivered in parallel. The Smarter Choices recommendations are set out in Appendix B. 5.1.6 There are a number of research studies on the effectiveness of “softer measures” in reducing car travel. The results vary widely depending on a number of factors such as whether the measures are assisted by low or high levels of support; whether supported by hard measures and variations due to local circumstances. The overall range for differently defined packages of measures is 2% to 30%. The core range is more likely to be 5% to 20%. To deliver in excess of 5% reduction is likely to require high levels of intervention. 5.1.7 A key issue that has become clear is the lack of connection of the Camel Trail to Bodmin town centre and the transport strategy seeks to address this. It can only be solved through a coordinated land use/transportation approach. 5.1.8 The strategy seeks to build on the very successful “Walk to Work” scheme already implemented by the Council and which has much more to offer. 5.1.9 The transport strategy also helps address the air quality issues arising from traffic through the town and there are numerous ways in which it can do so. It may be that the trend can not be reversed, but as a minimum the objective is to enable the development of Bodmin without worsening the air quality conditions. 5.1.10 The transportation strategy combines transport improvements with improvements in the quality of the local environment, opening up and linking spaces and improving the quality of the public realm. 5.1.11 A wide range of measures has been considered, some have been rejected and the strategy set out below represents the masterplan team’s view on the way forward.

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5.2 THE ‘TWO PHASE’ STRATEGY 5.2.1 One point raised very strongly by stakeholders at the masterplan workshops was the need for a new road link to take extraneous traffic out of the town centre. It has become clear as the study has progressed that a substantial expansion of Bodmin can not be delivered without such a route. This in turn, plus the financial issues associated with delivering a route has led to consideration of two levels of development which are complimentary. 5.2.2 The first is a strategy referred to as the Core Masterplan which seeks to delivery town centre improvements and a degree of new development supported by Smarter Choices strategies, improvements to walking, cycling and public transport opportunities. This also includes some proposed junction improvements. 5.2.3 The second strategy referred to as the Growth Masterplan incorporates the transport measures included in the Core Masterplan and in addition includes the provision of a new east-west road link across the town which will serve development and help remove extraneous traffic from the town centre.

5.3 COMMITTED DEVELOPMENT 5.3.1 The development scenarios considered in the masterplan, transport strategy and traffic model include committed developments.

5.4 CORE MASTERPLAN STRATEGY 5.4.1 The “Core Masterplan” represents development that might be expected to occur through market pressures even without a formal masterplan. 5.4.2 The development is illustrated on Drawing 042_DI_37.0 by NEW Masterplanning included in Appendix H. 5.4.3 INSERT PLAN 5.4.4 The Core Masterplan incorporates the following development:

„ Residential development: 1148 units

„ Employment and Commercial floorspace: 81,316 sqm

„ 1 Primary School: 250 pupils 5.4.5 Under the Core Masterplan new residential development is concentrated on the western side of the town in the area of the former St Lawrence Hospital and as expansion of existing residential areas on the eastern side of the town south of Priory Road. There are smaller areas of residential development at Callywith and on the western side in the area of Scarlett’s Well. 5.4.6 Employment provision is located at Callywith and adjacent to the new police station. 5.4.7 The Core Masterplan also includes 15,000 sqm of B1 employment at Beacon Technology Park. 5.4.8 The new primary school would be located in the residential development area in the vicinity of the former St Lawrence Hospital.

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Town Centre Development 5.4.9 The town centre proposals incorporate the scheme set out in the Bodmin Town Centre Framework for improved retail uses on the land between Dennison Road and Fore Street. This may also include a new cinema and offices and community facilities.

5.4.10 New employment, in the form of offices, is expected to be located within the Priory Park area where there is good access to parking. Berrycombe Road, the Jail and Camel Trail 5.4.11 The masterplan promotes the redevelopment of the area from the Berrycombe Road/Dennison Road junction through to and including Sainsburys, as well as the fire station and Royal Mail depot. This will enable the provision for pedestrians and cyclists of a good quality connection of the Camel Trail to the town centre via a linear park. The Berrycombe Road/Dennison Road junction would be transformed into a new space or “square”. The relocation of the Sainsburys store would aid this development, but it may not be deliverable until a distributor road is in place. The scheme would include a new car park accessed directly from Denison Road. The Core Masterplan includes for the Berrycombe Road area:

„ The Fire Station redeveloped as 25 flats and 10 town houses;

„ The Royal Mail depot redeveloped as 12 flats;

„ The Outlet Store redeveloped as a 60 bed hotel;

„ Surgery becomes a 3 screen cinema.

5.5 GROWTH MASTERPLAN STRATEGY The Growth Masterplan, in addition to the changes under the Core Masterplan includes:

„ The Sainsburys store relocated to the St Lawrence Hospital site and replaced with 27 flats and 33 town houses;

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„ The Builders Merchants becomes a multi-storey car park with 250 spaces with access direct from Dennison Road;

„ 40 Town houses and 20 flats on the Sainsburys car park area.

„ A café and cycle hire facility;

„ A local convenience store;

„ Camel Trail parking within the multi-storey car park;

„ Existing Berrycombe Road surface car park becomes 12 flats.

5.6 CAR PARKING Town Centre Parking 5.6.1 New car parking will be provided to replace that lost at the Dennison Road Car Park and to support new employment and shopping. It is expected that the formerly proposed multi-storey car park on the Fore Street car park will be dropped in favour of additional parking at the Priory Car Park, possibly as decked parking over some of the existing spaces. 5.6.2 It is proposed that a new and additional access be provided to the Priory Car Park from the Launceston Road/Priory Road junction, which would be improved and signalised. This would mean that traffic to and from the east using the car park could avoid passing through the St Petroc’s Church Square junction and through Turf Street thereby removing some traffic from those areas where congestion occurs. 5.6.3 At present the main public car parks are on the eastern side of the town centre and so trips to and from the west are drawn through the town centre adding to traffic and air quality issues on Dennison Road. As part of the proposals for redevelopment of areas along Berrycombe Road there is an opportunity to provide a new car park which

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could serve the development proposed for that area and also intercept cross town trips. This would be tied in with plans to extend the town centre westwards. Parking Charges Strategy 5.6.4 At present the parking charges in Bodmin are on a two tier basis. The car parks operated by Cornwall Council have higher charges while parking charges at the Bodmin Town Council owned Priory Car Park are lower. It is possible to park all day for 70p. Cheap parking is an attraction for visitors to the town and for other users, helping support the viability of the town centre, however on the other hand cheap parking encourages car travel contributing to congestion and air quality issues. There is also an opportunity to use some or all revenue from parking to support other sustainable transport measures including bus services. From a purely transportation perspective the preferred option is to increase charges to reduce car travel and to direct the revenue to sustainable transport measures. Cornwall Council Parking Panel 5.6.5 Cornwall Council has set up a Parking Panel. Members of the panel set up to look at parking policies in Cornwall have agreed a detailed programme of work for the next 15 months and beyond which will see them considering issues such as residents’ parking schemes, lorry and coach parking and parking outside schools as well as developing a consistent county wide policy on parking charges. Parking for New Development 5.6.6 It is anticipated that Cornwall Council’s Panel will consider parking provision for new development. In the meantime it is proposed that residential parking is provided in accordance with the guidance established by WSP and others on behalf of Communities and Local Government (DCLG) in 2007 entitled “Residential Car Parking Research”. 5.6.7 The guidance provides a methodology for calculating baseline demand for parking (prior to allowance for measures to promote sustainable travel) using Census data from local wards. It looks at the type, tenure and size of dwellings together with the residual unallocated demand generated by residents. Consideration is given to the accessibility and availability of alternative modes of travel. The methodology allows for visitor demand. 5.6.8 The provision for non-residential development can be based on standards set out in PPG13 or for more unusual developments determined from first principles based on numbers of occupants and activity patterns. For mixed use developments there is likely to be scope for shared parking by different uses at different times of day.

5.7 HIGHWAY IMPROVEMENTS 5.7.1 A number of highway improvements are proposed in order to help address existing congestion issues and consequently air quality issues. They can also help improve the quality of space and the environment for pedestrians. St Petroc’s Church Square Junction 5.7.2 At present this mini-roundabout is a source of congestion. The Priory Road approach has reasonable width while the Turf Street approach and to a greater degree the Dennison Road approach have restricted width. The junction problem is tied in with the problem on Dennison Road which approaches the junction via sharp bend at a point where the road is narrow. This leads to problems for large vehicles to negotiate the

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bend which is on an incline when leaving the junction. This location is one of the problem spots for air quality and that situation is aggravated by the canyon effect caused by buildings close to the road. 5.7.3 The council has considered potential improvements to the junction in the past, but has been prevented from finding a solution, by land ownership. The proposal is to acquire land on the southern side of Priory Road to enable an improvement. WSP has investigated potential improvements and has run junction simulation models for the existing junction as well as for a signalised junction and for a 35m diameter conventional roundabout. The conventional roundabout provided greater capacity than the existing junction or the signalised scheme. 5.7.4 The proposal is that the new roundabout would sit within a “square” of high quality public realm and where pedestrian movement can co-exist with vehicular movement. An example of this has been successfully implemented in Market Square in Taunton. 5.7.5 Consideration has also been given to whether it would be possible to improve the section of Dennison Road approaching the junction, however to do so would impact on listed buildings on the inside of the bend.

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Existing junction

Taunton Market Square

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St Leonards/Dunmere Road Junction 5.7.6 This junction is currently two mini-roundabouts separated by a short section of connecting road. There are five roads meeting at the junction and all have a single entry lane. Queues occur on the approaches with the heavier traffic flows which are Westheath Avenue, Dunmere Road and St Leonards. WSP has considered three potential improvement schemes.

„ The first was to retain the mini-roundabout at Dunmere Road/St Leonards and remove the Westheath Avenue/St Marys Road roundabout. To do this St Marys Road would have to join Westheath Avenue as a T junction and possibly convert St Marys Road into a one-way street at that point in the direction away from the junction. This could be done within the existing road space, however the junction modelling showed no operational benefit.

„ The second option was to signalise the junction with four arms which means the St Marys Road arm would be closed off, however this also showed no operational benefit.

„ The third option involves using land between Dunmere Road and Westheath Avenue to enable the construction of a larger roundabout to which all five roads could connect. This land is landscaped as the setting for the clock tower, which although not listed, is of local importance and consequently would need to be relocated, but could no doubt be kept in the same general location within the scheme. The analysis for the full roundabout showed considerable improvement and with existing traffic flows it operates well within capacity.

Existing Junction

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Priory Road/Launceston Road Junction 5.7.7 The Priory Road/Launceston Road junction is a T junction with a left filter lane from Priory Road west into Launceston Road. The junction operates with considerably less congestion than the other two junctions. The reason for the proposed improvement is twofold. Firstly by signalising the junction it is possible to provide a new and additional access to Priory Car Park, thereby taking some traffic out of the St Petroc’s Church Square junction with Turf Street. It would also address an operational issue raised in the public consultation that turning right from Launceston Road into Priory Road towards the town centre can be difficult due to lack of visibility and the speed of traffic approaching from the town centre. There is anecdotal evidence that some drivers are turning left out of the junction and U turning at the Morrisons roundabout to avoid making the right turn out. East-West route via Barn Lane 5.7.8 There is an alternative east-west route via Barn Lane and Beacon Road which can be seen on the street network plan below. At the western end it starts at the Dunmere Road/Westheath Avenue junction. The first kilometre is a reasonable standard road with a single lane in each direction. However the route back to the town centre is via Crinnick Hill which is steep and narrow and Turf Street where the junctions of Crinnick Hill, St Nicholas Street, Turf Street/Fore Street and the access to Priory Car Park also become congested at times. So while this route avoids Dennison Road it does not avoid the issues on Crinnick Hill and Turf Street. 5.7.9 Consideration has been given to whether Barn Lane and Beacon Road could form part of a route extending farther east and what works might be necessary to support such a route. The area between St Nicholas Street (Lostwithiel Road) and Priory Road is occupied by Priory Park , residential areas and Castle Canyke so the option would be to use a route further south including the remainder of Beacon Road, part of Lostwithiel Road, Respryn Road and Carminow Road terminating at the Carminow Cross A38 roundabout. The route is single carriageway with one lane in either direction. The width varies and in places is affected by parked vehicles so some consideration would need to be given to limited parking restrictions. There is a narrow section where Beacon Road bridges over the railway. A separate footbridge has already been provided alongside the rail bridge. A priority give way arrangement or signal operation may be beneficial. Some improvements may be required to the junctions of Beacon Road/Lostwithiel Road and Lostwithiel Road/Respryn Road, possibly min- roundabouts to change priorities and enable side road traffic to better negotiate the junctions. There is also a narrow section of road with a tight bend where Respryn Road passes over the railway and becomes Carminow Road. There seems to be little that can be done with this without a new bridge and junction. 5.7.10 The route is not an obvious one to visitors to the area and so would rely on signing. Its main attraction would be for A38 traffic. Traffic to and from the west of Bodmin and the A30 west would use the A389 while for traffic between the west of Bodmin and the A30 north this would be a long alternative to Denison Road in distance and probably time. 5.7.11 A route of this nature could assist address traffic in the town centre, but will not be a full solution to the problem. A detailed investigation would be required and it may be that a trial could be implemented prior to a permanent scheme.

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Cooksland Road Junctions 5.7.12 Historically the junctions of Cooksland Road with Launceston Road and with Priory Road have been problematical. However, a planning obligation for development on the land adjacent to Asda the junction requires the junction to be converted to a roundabout. As part of the new police station the right turn out of Cooksland Road into Priory Road will be restricted and traffic diverted via the new road link through the site to the new access junction on Priory Road. Treatment of Dennison Road 5.7.13 As well as being the main cross town route for all types of vehicles Dennison Road also serves several other functions. It is a bus route with a number of stops on its length; it is a pedestrian route and a cycle route; it is part of the town centre public space and under the masterplan will have an increased role in town centre retail activity. Dennison Road is what the Department of Transport (DfT) refers to as ‘a Mixed Priority Route’. 5.7.14 The route linking the Camel Trail to the town centre crosses Dennison Road which can be construed as a barrier to a successful linkage. 5.7.15 At present Dennison Road is designed primarily to accommodate vehicular traffic and although there are two signalised pedestrian crossings, pedestrians and cyclists are secondary on the priority scale. 5.7.16 Dennison Road is an example of the problems faced with Mixed Priority Routes up and down the country. The Department for Transport (DfT) undertook some experimental work in 2007 on ten of these routes around the country. The primary aim was to improve safety and reduce accidents, but the results also included reductions in traffic speeds, increased pedestrian and cycle usage, improvements in public realm, increased retail activity, increased bus patronage and improved environmental conditions including in some cases air quality. The aim was not to displace traffic to

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other routes which might not be suitable, but to accommodate traffic. The findings of the work are set out in Local Transport Note 3/08. 5.7.17 The process undertaken to devise and implement the schemes was not simple, it including involving various stakeholders in a consultation process and evaluating each location in detail and examining a range of solutions including innovative ones. 5.7.18 A definitive scheme for Dennison Road cannot be presented without this process, but the principles would be to:

„ Reduce the dominance of traffic while still accommodating it;

„ Make it clear through design that drivers are sharing the space with other users of the space;

„ Keep traffic speeds at an acceptable level;

„ Improve the quality of the public realm and the environment;

„ Remove any signing and marking clutter. 5.7.19 The measures that could be considered include:

„ Conversion of the Berrycombe Road/Dennison Road junction into a better quality space or square;

„ Use of informal crossings to respond to pedestrian desire lines;

„ Reduction in vehicle speeds through careful use of horizontal deflections and locally constrained carriageway width;

„ Rationalising parking and loading;

„ Use of shared space;

„ Reducing clutter of signage, markings and street furniture;

„ Use of surface materials to remove the concept of separate carriageways and footways;

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Examples of Treatment

5.7.20 These examples demonstrate improvements where a 20mph limit has been imposed; where signing and marking has been kept to the minimum; where by use of appropriate paving types and low profile margin strips the delineation between road and footway is not pronounced and also where un-signalised pedestrian crossings have been used to good effect.

5.8 WALKING AND CYCLING Route from Camel Trail to Castle Canyke 5.8.1 The masterplan incorporates the concept of a route connecting the Camel Trail with Castle Canyke through the town centre. The Berrycombe Road section would be

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delivered within the expanded town centre and would provide an attractive route for pedestrians and cyclists. The development could also incorporate cycle hire, sales and repair facilities as well as a café. The parking proposed within that development could also serve the Camel Trail. This route would lead to the proposed new space or square at the Berrycombe Road/Dennison Road junction. Under the proposals for that space and the treatment of Dennison Road pedestrians would be provided with an environmentally friendly connection to the town centre replacing the barrier that exists at present. 5.8.2 The redevelopment of the area between Dennison Road and Fore Street would incorporate legible and attractive routes for pedestrians and cyclists leading via Honey Street to the improved square at St Petroc’s Church and through the opened up space where ATS and Enterprise are at present to Priory Park. From there the route would pass through the green space to the east of the space and the residential area to the west of Castle Canyke. Connect Camel Trail and St Guron’s Way 5.8.3 St Guron’s Way currently connects the residential areas at Westheath with Bodmin Community College and the employment areas at Walker Lines Industrial Estate. In part it follows the line of the Bodmin and Wenford Railway. The plan is to extend the route further west to connect to the Camel Trail, probably with a route following the rail line. There would be connecting links into new residential development on the western side of the town. The location can be seen on the St Goron’s Way plan in Section 3.8. Links across the A30 5.8.4 The proposal is to ensure that each of the existing pedestrian and cycle crossing points of the A30 is accessible to the public, is well signed and provided as a minimum with an all weather surface. Discovery Route 5.8.5 Cornwall Council is developing a scheme for a “Discovery Route” for pedestrians and cyclists which would encircle the town and would incorporate places of interest. The masterplan can help deliver the Discovery Route and the connections between it and the town centre.

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Cornish Way National Route 3 5.8.6 The Cornish Way cycle route runs from Lands End to Bude and passes through Bodmin town centre. A map of the route is included in Appendix K. The route follows the Camel Trail into Bodmin and then follows a route along Berrycombe Road, Dennison Road/Pool Street and Lostwithiel Road before leaving via Llanhydrock. The Cornish Way will benefit from the proposed cycle improvements in the town centre. Legible Town Centre 5.8.7 At present on arrival at the town centre by whatever mode of travel the information on places of interest and routes is limited. The masterplan seeks to provide more clarity by means of legibility through design and improved signing. Better Spaces for Pedestrians and Cyclists 5.8.8 The masterplan includes proposals for improved public spaces in a number of areas including St Petroc’s Church Square; the Berrycombe Road/Dennison Road junction, the route from the Camel trail to the town centre and Dennison Road. These proposals will improve the quality of the environment for pedestrians and cyclists. Cycle Parking 5.8.9 The masterplan will provide good quality cycle parking on the gateways to the town centre and within the town centre. This would include the new square at Berrycombe Road, the proposed bus interchange on Priory Road and within the new Church Square.

5.9 PUBLIC TRANSPORT Bus Interchange 5.9.1 Bodmin does not have a bus station, but with the proposals to improve the town bus service and potentially a shuttle bus link to Bodmin Parkway there is a case for a bus interchange facility in the town centre. This would be a location where the services can interconnect and where passengers can wait in shelter and find information on public transport services. It is not proposed that buses would layover, but simply

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arrive and depart. The interchange can be modest in scale with space for two or three buses, good quality shelters in a good quality setting. The interchange needs to be in the town centre and the area identified as suitable is on Priory Road using part of the ATS/Enterprise site. 5.9.2 PLAN TO BE INSERTED – AWAITED FROM NEW M Examples of Small Scale Bus Interchanges

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External Bus Services 5.9.3 The Council has secured funding to upgrade the existing Bodmin-St Austell bus service. The details of external bus services is outside the scope of the masterplan, however the provision of a bus interchange would benefit the external services and their interconnection with the town service and a shuttle connection to Bodmin Parkway. Town Bus Service 5.9.4 The Priory Car Park user survey revealed that 27% of the car trips to and from the car park are from within Bodmin itself and no doubt this is similar with the other car parks. This means there are local car trips that have the potential to convert to bus. There will also be potential additional trips from new development. The factors that would have the greatest impact on persuading drivers to use the bus as an alternative are greater frequency (40%) and greater coverage (46%), although this also means greater coverage outside Bodmin. Interestingly only 22% of drivers surveyed would be influenced by shorter bus journey time. For the town service to attract higher levels of passengers the frequency of service needs to be improved considerably so that passengers know that at any given time they will only have a relatively short wait. The frequency needs to be half hourly at worst and ideally every 15 to 20 minutes. As the route currently takes up to an hour this will mean adding an extra bus or two. 5.9.5 In order to help encourage bus patronage from new residential developments it is proposed that first occupants are provided with subsidised or free bus travel for a period of time to encourage the public transport habit at an early stage. This is common practice for new residential developments and is delivered under a S106 planning agreement. 5.9.6 The existing town bus route is shown below in conjunction with the external bus services. The bus route is necessarily a compromise between reaching as many areas as possible while keeping journey time as short as possible In order to improve frequency and also provide best coverage it is likely that for the Growth Masterplan two separate routes would be used, for example east Bodmin and west Bodmin with separate buses. For the Core Masterplan it is expected that a single route expanded to

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include new residential development on the western side of the town and with increased frequency would be sufficient.

5.9.7 With new residential development in the former St Lawrence Hospital site the town bus service will need to be extended to serve the new residential area. 5.9.8 Another factor which helps encourage bus travel is if car drivers can see that buses have an advantage in journey time. This is delivered through bus priority systems. The proposed changes to the St Petroc’s and Priory Road/Launceston Road junctions offer opportunities for incorporating bus priority. Similarly the proposed pedestrian and cycle route connecting the Camel Trail with the town centre could also incorporate a bus route.

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5.9.9 The existing town bus route will need to be expanded to accommodate new development. The aim which is consistent with national and local policies is ideally to have new dwellings and other development within 200m of a bus route and preferably no more that 400m. A single expanded route is likely to be too long and therefore journey times to and from the town centre would be too long to be attractive. It is therefore proposed to split the service into two routes, one for the north of the town and one for the south. This will apply in part in the Core Masterplan and be extended in the Growth Masterplan. Connection to Bodmin Parkway 5.9.10 The current bus connection to Bodmin Parkway is by means of the 555 service between Padstow, Wadebridge and Bodmin Parkway. 5.9.11 The Bodmin Parkway passenger survey reveals that 25.6% of rail passengers using the parkway have origins and destinations in Bodmin while a further 20.5% have origins and destinations in Wadebridge. The remaining origins and destinations are wide spread and therefore not easily accommodated by bus. 5.9.12 A potential solution would be to provide a shuttle bus service between Bodmin and Bodmin Parkway which could include en-route a stop at a small rail park and ride on the eastern side of Bodmin close to the A30, probably close to the Carminow Cross junction. This would provide the connection between the town and the Parkway while also providing for drivers from other areas to park and ride. This facility would offset the lack of parking at Bodmin Parkway and the lack of space to expand the current provision. 5.9.13 In the consultation process it has been indicated that buses from Bodmin to Plymouth do not stop at Bodmin Pakway due to problems in turning right into the station and that a roundabout at the access would resolve the problems. This requires further investigation to establish the extent of the problem. If in fact there is an issue, a roundabout would be an expensive solution and there would be problems associated

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with construction of it in the river floodplain. A simpler solution, if one is required, would be a set of signals as a bus gate.

Access to Bodmin Parkway Park and Ride 5.9.14 As required by the Brief consideration has been given to park and ride. This is addressed in the Smarter Choices details in Appendix B and summarised here. The criteria required for park and ride to be successful are:

„ Good visible, accessible location at the right distance from town centre;

„ Sufficient passing traffic to provide enough patronage;

„ Bus journey must be quicker that car to be attractive;

„ Cost of bus journey must be cheaper that cost of parking to be attractive;

„ Bus frequency must be no worse than 15 minutes or drivers will not wait; 5.9.15 Park and Ride services are normally a dedicated service operating on a limited stop basis with specific livery to give identity. 5.9.16 Park and Ride does not usually work in towns as small as Bodmin with the exception of seasonal or one off events. 5.9.17 Bodmin has substantial cheap town centre parking. 5.9.18 In the case of Bodmin few if any of the criteria can be delivered for a park and ride service to serve the town. However it is considered that there is scope for a small park and ride that could serve Bodmin Parkway and be linked into a shuttle bus service between Bodmin town centre and Bodmin Parkway. This could be located on the eastern side of the town, probably in the vicinity of Carminow Cross Bus Stops 5.9.19 To encourage greater bus usage improvements will be required to bus stop facilities. Within the new development areas new bus stops should be provided with bus

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boarders for low floor buses and where possible with bus shelters. This can be funded in part through the design and delivery of the new highway works. Some bus shelters can also be provided under contractual arrangements with advertisers such as Adshel. Coaches 5.9.20 It is anticipated that the drop off/pick up point for coaches to and from the east remains on Priory Road close to the St Petroc’s Church Square which will become an improved gateway to the town centre and is close to the main areas of the town centre. It would be beneficial for coach travellers and for bus passengers to have improved bus shelter and bus service information. 5.9.21 Coaches, that are required to wait for any period of time, need to have a layover location out of the prime town centre locations. This could be within the employment areas on the eastern side of the town or at a Bodmin Parkway park and ride site.

5.10 GROWTH MASTERPLAN STRATEGY Approach 5.10.1 In devising the masterplan for the wider growth strategy it was apparent from the outset that wider growth could only be supported with the provision of an east-west distributor road which would serve that development and also help take extraneous traffic out of the town centre. It would also accommodate traffic from the west with a destination on the eastern side of the town and vice-versa with out that traffic necessarily travelling though the town centre. 5.10.2 All the Transport Strategy measures set out for the Core Masterplan Strategy are also included in the Growth Strategy. Distributor Road 5.10.3 The distributor road is not a stand alone solution, but an integral part in the wider land use and transportation strategy. 5.10.4 Two primary options were initially considered for the wider land use transportation strategy, one to the north of the town and a second to the south. A third secondary option was also considered which provided a link from the residential areas on the south west area of Bodmin to the areas on the south east side of the town, but this was soon discarded as not delivering the aspirations of the masterplan and transport strategy. A horizontal road alignment and vertical profile were drawn for the northern and southern routes. The routes were designed to minimise gradients, keeping them to a maximum of 7% where possible, but recognising that in the Bodmin area as in Cornwall in general gradients in excess of that function satisfactorily. The alignments also sought to minimise impact on landscape, buildings, existing infrastructure and historic features. The alignments are included in Appendix L. 5.10.5 Consideration was given to whether either of the two A30 junctions at Callywith and Carminow Cross should be upgraded to all movements, i.e. able to accommodate trips to and from the north and the south. The reason for this was that at the time both a southern and northern distributor road were under consideration and with either option converting the appropriate, either southern or northern A30 junction, to all movements would mean that A30 traffic could access the new distributor road without the need to use Launceston Road / Cooksland Road / Priory Road, however this was rejected as unnecessary and prohibitively expensive. 11031101 54

5.10.6 The concept is for a single carriageway with one lane in each direction and localised widening for right turn lanes. There would also be provision for footways and cycle ways. 5.10.7 It is also important that the road is designed to be part of the urban design concept for the development areas it serves. The road must be designed to avoid the existing problems that exist on Dennison Road in terms of traffic dominance and severance. It would be designed in accordance with the guidance set out in the Manual for Streets and the emerging Manual for Streets 2. 5.10.8 The northern option was selected in preference to the southern option for a number of reasons:

„ At 4100m in length it is shorter than the southern option which is 5600m.

„ It is shorter and therefore more attractive to through traffic and therefore will draw more extraneous traffic from the town centre, helping with congestion and air quality;

„ Being shorter, it costs less;

„ It has one main structure as opposed to the southern route which requires several including a rail bridge;

„ It is closer to the town centre so that it is more accessible on foot and by cycle;

„ It provides opportunities for pedestrian and cycle links to Bodmin Moor.

„ It is closer to and therefore better able to serve the Camel Trail and Bodmin Jail; 5.10.9 Although on the northern side of the town it is able to provide a much improved route to the Beacon Technology Park from the east. Vehicle Connections to town centre 5.10.10 As discussed in Section 4 on the traffic model, providing intermediate road connections between the distributor road and the town centre via existing roads results in higher flows on the eastern end of Dennison Road which does not improve congestion of air quality. It is therefore proposed that intermediate connections be restricted to buses only which will also introduce a measure of bus priority helping make the bus more attractive. The all vehicle connections will be only those at either end of the distributor road. Distributor Road costs 5.10.11 Distributor road construction costs have been prepared for the northern and southern development options. These are based on the alignments included in Appendix L. These costs are necessarily very approximate as they are based on an outline design and in the absence of information on ground conditions, utilities, drainage, ecology and details for structures. Distributor Road Costs

Option Northern Route Southern Route £M £M Construction Cost 11.3 22.0

1.1 2.2 Design and

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Supervision (10%)

Statutory 1.1 2.2 undertakers Land 0.2 0.4 Total with. 25% 17.2 33.5 Contingency

Total with.50% 20.6 40.2 Contingency

Pedestrian and cycle connections between northern development and town centre 5.10.12 The northern development area is close enough to the town centre to enable people to walk between the two, however the topography is difficult. The route via Rhind Street and Roselands Road is steep, but manageable by many. However beyond that is the steep sided valley crossed by Penbugle Lane. It is proposed to improve this connection by providing a pedestrian and cycle bridge across the lower and steeper part of the valley. The bridge would have a span of about 50m and can be of a fairly simple, but attractive construction. To ease the gradients on the upper approaches to the bridge from both sides the existing track would be improved and follow a zig-zag alignment.

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Illustrative Footbridges

Extension of town bus service route 5.10.13 The proposals for the extension of the town bus services are set out earlier for the Core Masterplan.

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5.11 APPRAISAL FRAMEWORK 5.11.1 The Transport Strategy has been tested against the ten appraisal criteria selected at the start of the masterplan process.

Delivery of Ten Key Issues

Promoting growth in town centre The transport strategy promotes Smarter Choices for travel and by means of the northern distributor road removes extraneous traffic from the town centre. The proposed improvements to the Priory Road/Dennison Road junction will help with traffic capacity and operational performance. The proposed additional access to Priory Park will remove some traffic from the Priory Road/Dennison Road junction and Turf Street south.

Addressing air quality issues in the town centre The transport strategy promotes Smarter Choices for travel and by means of the northern distributor road removes extraneous traffic from the town centre. It also includes junction improvements designed to reduce congestion .This helps address the air quality issue. The proposed improvements to the Priory Road/Dennison Road junction will help with traffic capacity and operational performance and consequently air quality. The proposed additional access to Priory Park will remove some traffic from the Priory Road/Dennison Road junction and Turf Street south and will therefore assist with air quality.

Improving tourism offer The transport strategy measures in conjunction with the improvements to the town centre environment and access to the Camel Trail, Bodmin Jail, the Discovery Trail, Bodmin and Wenford Railway, the trails on the eastern side of the A30 and Bodmin Moor greatly enhance the tourism offer.

Improving the quality of jobs Improve accessibility

Improving training and education Improve accessibility

Improving access to affordable housing Improve accessibility

Improving arrival in the town The transport strategy measures in conjunction with the masterplan improve the quality of space of arrival from the east in particular and also from the west via the Camel Trail and also by road.

Improving the provision of public transport The transportation strategy seeks to improve the frequency and coverage of the town bus service;

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improve connections to Bodmin Parkway; improve the quality of bus stop facilities within the town and new development areas; through Smarter Choices encourage greater use of public transport;

Improving access to green space The transport strategy in conjunction with the masterplan strategy seeks to provide improved links right through the town centre from the Camel Trail to Castle Canyke including links through gren spaces and improving the quality of urban spaces.

Improving potential for sustainable/renewable energy Not applicable generation

5.12 AIR QUALITY 5.12.1 The masterplan and transport strategy are designed to enable growth in the town while assisting in addressing air quality issues. This is done by:

„ Delivering mixed use development providing opportunities for constraining travel and for travel by more sustainable means;

„ Delivering growth in areas that can be reached from the town centre by foot and cycle;

„ Improving pedestrian and cycle routes through the town;

„ Promoting “Smarter Choices” for travel;

„ Improving capacity and operation of key junctions in the town centre;

„ Promoting improvements to Dennison Road;

„ Providing a distributor road to serve development and remove extraneous traffic from the town centre.

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6 Conclusions

6.1 CONCLUSIONS 6.1.1 The Transport Strategy represents a coordinated land use and transportation approach to addressing existing transport issues and supporting growth to 2026 and beyond. 6.1.2 The Strategy provides a coordinated approach encompassing all the available modes of travel with emphasis on promoting the more sustainable modes. 6.1.3 It can be argued that Bodmin’s road network is operating at capacity in certain locations at peak periods. This means that in order to support expansion, measures need to be put in place to address the capacity issue. It was stated very clearly by participants at the workshops with key stakeholders that a new route across the town is required. 6.1.4 The masterplan is able to contribute towards the Council’s air quality initiatives in a number of ways:

„ Possible new road links to serve development and potentially offer alternative routes for some traffic using Dennison Road and Turf Street;

„ Provision of a traffic model which can be further development for air quality modelling;

„ Using the traffic model to assess traffic origins, destinations and trip purposes;

„ Potential enhancement of the town bus service to encourage more sustainable travel;

„ Location and management of town centre parking to influence travel patterns;

„ Measures to encourage walking and cycling. 6.1.5 Based on the findings of the VISUM traffic model that has been built to test the masterplan options, the conclusion reached are as follows:

„ The Core Masterplan results in increases in traffic in the town as would be expected with additional development, but is considered to be at acceptable levels and at a level of development that would be difficult to resist;

„ Traffic levels for the Growth Masterplan are similar and in many locations lower than the Core Masterplan and so to a large extent the Northern Distributor Road is off- setting the additional development;

„ There are increases in traffic at the eastern end of Dennison Road and Turf Street.

„ Some of the growth of traffic included in the model comes from background growth due to factors other than development such as employment, income and fuel price;

„ Some of the growth of traffic comes from committed development;

„ In addition to the junction improvements included in the model, the Dunmere Road/Westheath Avenue double roundabout also needs improvement;

„ The new connection to Priory Car Park from a signalised version of the Priory Road/Launceston Road junction is recommended;

„ The level of forecast traffic on the A30 is within its capacity;

„ Although junction improvements are included in the model it is expected they could be refined through the design process to maximise their operational efficiency.

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„ The level of traffic in the town can also be influenced by the parking strategy and the effort put into delivering Smarter Choices. 6.1.6 It is clear that substantial growth in Bodmin can not be delivered without a distributor road to serve that development and remove extraneous traffic from the town centre. 6.1.7 The transport strategy mirrors the masterplan strategy. There is a strategy for the town centre improvement and expansion, the “Core Masterplan” and a strategy for the wider “Growth Masterplan”. For the wider masterplan two scenarios were considered, one primarily to the north of the town centre and a second primarily to the south of the town centre. The southern scenario was rejected in favour of the northern one which was considered better in transportation terms being closer and more accessible to the town centre and requiring a shorter and less expensive distributor road. 6.1.8 The Transport Strategy helps deliver against the ten key appraisal criteria set out at the beginning of the study;

Delivery of Ten Key Issues

Promoting growth in town centre The transport strategy promotes Smarter Choices for travel and by means of the northern distributor road removes extraneous traffic from the town centre. The proposed improvements to the Priory Road/Dennison Road junction will help with traffic capacity and operational performance. The proposed additional access to Priory Park will remove some traffic from the Priory Road/Dennison Road junction and Turf Street south.

Addressing air quality issues in the town centre The transport strategy promotes Smarter Choices for travel and by means of the northern distributor road removes extraneous traffic from the town centre. It also includes junction improvements designed to reduce congestion .This helps address the air quality issue. The proposed improvements to the Priory Road/Dennison Road junction will help with traffic capacity and operational performance and consequently air quality. The proposed additional access to Priory Park will remove some traffic from the Priory Road/Dennison Road junction and Turf Street south and will therefore assist with air quality.

Improving tourism offer The transport strategy measures in conjunction with the improvements to the town centre environment and access to the Camel Trail, Bodmin Jail, the Discovery Trail, Bodmin and Wenford Railway, the trails on the eastern side of the A30 and Bodmin Moor greatly enhance the tourism offer.

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Improving the quality of jobs Improve accessibility

Improving training and education Improve accessibility

Improving access to affordable housing Improve accessibility

Improving arrival in the town The transport strategy measures in conjunction with the masterplan improve the quality of space of arrival from the east in particular and also from the west via the Camel Trail and also by road.

Improving the provision of public transport The transportation strategy seeks to improve the frequency and coverage of the town bus service; improve connections to Bodmin Parkway; improve the quality of bus stop facilities within the town and new development areas; through Smarter Choices encourage greater use of public transport;

Improving access to green space The transport strategy in conjunction with the masterplan strategy seeks to provide improved links right through the town centre from the Camel Trail to Castle Canyke including links through gren spaces and improving the quality of urban spaces.

Improving potential for sustainable/renewable energy Not applicable generation

6.1.9 The masterplan and transport strategy are designed to enable growth in the town while assisting in addressing air quality issues. This is done by:

„ Delivering mixed use development providing opportunities for constraining travel and for travel by more sustainable means;

„ Delivering growth in areas that can be reached from the town centre by foot and cycle;

„ Improving pedestrian and cycle routes through the town;

„ Promoting “Smarter Choices” for travel;

„ Improving capacity and operation of key junctions in the town centre;

„ Promoting improvements to Dennison Road;

„ Providing a distributor road to serve development and remove extraneous traffic from the town centre.

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Appendices, Figures & Tables

Appendix A Transport Study Brief

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Transport Strategy Brief

Introduction

1.0 The aim of this study is to identify transport problems and opportunities in Bodmin and the surrounding area, and to develop an integrated transportation and land use strategy to address them. In order to achieve this aim, the study must consider the strategic role of the transport systems, and make recommendations for an over-arching strategy, together with associated implementation plans.

1.1 The current review of the Draft Regional Spatial Strategy is placing greater emphasis on achieving sustainability and focusing most future development in the main towns in Cornwall. Possible future proposals must therefore also consider the impact of a larger residential population and its impact upon the transport system.

1.2 Traditionally, problems of congestion, environment and safety on the road network would have been addressed as a single mode issue often resulting in proposals for schemes to increase road network capacity. This study should examine the role of each of the transport modes in the study area to identify the contribution that each can make.

1.3 The study should consider potential solutions and examine options such as expanding the roles of walking, cycling, and public transport, and improved integration between all the modes. It will also need to consider the use of traffic management or other measures to manage the demands on the existing infrastructure as well as infrastructure improvements. Solutions may therefore be a combination of measures which, taken together, meet the objectives defined below.

1.4 The appraisal of proposed infrastructure improvements is to be carried out within the GOMMMS (Guidance on the Methodology for Multi Modal Studies) framework, as produced by the then Department of the Environment, Transport and the Regions.

1.5 The overarching objectives for Transport, which should form the heart of this study, are those contained in the Local Transport Plan 2006-2011:

x Improve access to key services and facilities x Improve local safety for all who travel x Reduce the growth of traffic congestion and transport related air pollution and improve public transport x Provide and maintain an integrated transport network that contributes towards the development of a vibrant and successful economy and regeneration x Reduce the impact of transport on the natural, historic and built environment

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1.6 The specific objectives of this study are:

a. To advise on an integrated land-use and transportation policy for Bodmin and its environs, encompassing all modes of transport to provide for the long term future growth of the town up to 2026, and beyond, in a sustainable manner and to ensure its continued economic prosperity.

b. To consider the use of public transport (both bus and rail) in Bodmin and its environs with the objective of providing an efficient and high standard service for both local and visitor use.

c. To reduce reliance on the car and increase opportunities for walking, cycling and public transport, as well as integration of transport infrastructure with green infrastructure

d. To establish the levels of service offered by the current transport networks and the current demands for travel by those living and working in the area and its hinterland.

e. To consider the feasibility of park and ride for bus or rail.

f. To advise on the development of car parking policy for the town as part of the overall transportation strategy.

g. To ensure the strategy developed includes the safeguarding of the environment of the city and its environs, and provides appropriate safe access for all modes including pedestrians, cyclists and the mobility impaired.

h. To ensure the identification/location of land-uses are compatible with the overall objectives of the transportation strategy.

i. To consider implementation plans.

j. To consider funding opportunities.

k. To consider addressing transport related air quality issues within the town.

l. To assess the transport problems and solutions and ascertain the extent to which objectives are met using appropriate modelling and confirm how this will be achieved within the timescales of the study.

2.0 Requirement for Further Data Collection

2.1 The County Council holds some historic traffic information regarding Bodmin but the study would require further detailed survey work in relation to traffic flows and public transport use within the area. Tenderers should therefore allow for the requirement to undertake traffic surveys and a public transport survey to a level that would establish current user patterns and future considerations and need. This will be required in order to contribute to the development of a comprehensive public transport strategy as part of the overall transportation strategy.

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3.0 Approach Methodology

3.1 The Tenderer should indicate the approach they will take in obtaining a full understanding of the study area and its land use and transport issues, together with the implications for transport systems as a result of the future land use and socio-economic changes.

3.2 In developing the proposed approach, full use should be made of existing transport and land use models. Any new data collection should be kept to the level required to ensure robust conclusions. In this context, robustness is defined as the need to ensure that any information used in or derived from this study is sufficient to ensure that the conclusions and recommendations produced are soundly based to support any subsequent decisions on implementation. In essence, any decisions would not be different if the analysis had been carried out at a greater level of detail. Tenderers may wish to propose their own ideas on achieving robustness within the timescales available.

3.3 The study will need to build upon the output of previous studies in determining both real and perceived problems in the study area. This will need to be derived from a combination of factual data, background information, and any consultation undertaken. The consultant will be required to make an assessment of the severity of the identified problems against each of the five main criteria set by the government (i.e. the economy, environment, accessibility, safety and integration).

3.4 Options should be developed which seek to provide measures for the identified problems for all modes, in current and future year scenarios. Forecasts should be made, taking in to account both future land-use and transport interactions, together with the associated impacts of the implementation of national and regional planning policies.

3.5 In some locations, a number of small-scale actions may provide an effective, integrated measure, and in others a more comprehensive larger scale proposal may be necessary. In all cases, consultants shall be expected to propose short term (up to 5 years), medium term (5 to 10 years) and longer-term (to 2026) measures.

3.6 Options should consist of proposals that are worked up to an appropriate level of detail, including costings, to enable any potential problems of implementation to be identified. Drawings at an appropriate scale will be required to illustrate all options to both the Steering Group1, and at subsequent public exhibitions.

3.7 The views of the Steering Group will be sought and a report on the assessment of options will be required, including the consultant’s recommendations in each case. Sustainable and cost-effective solutions will be required and should consider the views obtained from consultation.

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Appendix B Smarter Choices Assessment

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Bodmin Masterplan Sustainable Transport including “Smarter Choices” Improvements

INTRODUCTION A variety of sustainable transport including “Smarter Choices” measures have been considered, some of which can be delivered through the masterplan and some of which could be delivered in parallel. There are a number of research studies on the effectiveness of “softer measures” in reducing car travel. The results vary widely depending on a number of factors such as whether the measures are supported by low or high levels of support; whether supported by hard measures and variations due to local circumstances. The overall range for differently defined packages of measures is 2% to 30%. The core range is more likely to be 5% to 20%. MEASURE ASSESSMENT COMMENT PROPOSAL

Pedestrian and cycle routes Extend St Guron’s Way to connect to Camel Unable to put trail in railway reserve due to Provide route parallel to line of B& W Trail lack of space and health and safety reasons. Railway with links back to Hospital and Beacon Technology Park

through new development areas.

Discovery Route (circular pedestrian route Assessment work undertaken by E Deliver Bodmin Discovery Trail with around perimeter of town linking points of Rojano on the route. connections to town centre and new interest) development areas.

Route linking Camel Trail /Church Sq/ Priory In conjunction with redevelopment of Create link comprising a mixture of Park/ Castle Canyke through town centre. Sainsburys, Dennison Road Car Park and footways/cycleways, squares, park Priory Park. areas and green links. Link Northern scenario with town centre Requires foot/cycle bridge across valley Provide pedestrian/cycle bridge connecting Roselands Road with new connecting Roselands to new development area. Bridge span approx 50m development areas. with zig-zag footway approaches to

accommodate steep gradients

Improved connections across A30 Existing connections: Improve quality and signage of connections in conjunction with ƒ Access road to Callybarrett Farm Links in with Bodmin Discovery Trail Bodmin Discovery Trail proposals. ƒ Over bridge adjacent Priory Appears to be private access. Can it Road/Cooksland Road junction be made public ? ƒ A38 Over bridge Carminow Cross ƒ Under bridge at Halgavor Plantation Links in with Bodmin Discovery Trail ƒ Over bridge B3268 Lostwithiel Road

See work undertaken by E Rojano Improved connection between Mount Folly MSCP for Mount Folly within Town Seek to improve existing pedestrian Car Park and Fore Street Centre Framework now dropped and route to Fore Street. therefore lift connection option no longer available

Bus

Improve town bus service Currently operates on 40min to 60min Increase frequency of town bus frequency. service to 30 mins or better and extend routes to incorporate new Needs to increase to 30min frequency or development areas.

better. Requires additional bus (s) Connections to Northern Distributor Road to serve associated development areas Bus connection to Bodmin Parkway Currently relies on Bodmin/Wadebridge service Consider using a shuttle service and there are inherent problems with between Bodmin and Bodmin coordinating bus schedule with rail schedule Parkway to supplement or replace and simultaneously maintaining regular the existing service. timetable service on remainder of bus route. Alternative would be to operate a shuttle service between Bodmin and Parkaway, perhaps as part of town bus service.

Other bus connections Currently: See notes on Bodmin Parkway connection. ƒ St Austell hourly The development will increase ƒ Padstow & Wadebridge Bodmin patronage potential for all services. Parkway hourly ƒ Plymouth hourly ƒ St Columb Major and Liskeard hourly Bus priority Priory Road approach to Priory Rd/Dennison Rd junction. Priory Rd/Launceston Rd junction (in conjunction with reconfigured junction)

Park and Ride The criteria for park and ride to work are: Recommend more detailed consideration be given to a small x Good visible, accessible location at park and ride site on the eastern side the right distance from town centre, of Bodmin to serve the town and x Sufficient passing traffic to provide Bodmin Parkway using a shuttle bus enough patronage. between the two. x Bus journey must be quicker that car to be attractive. x Cost of bus journey must be cheaper that cost of parking to be attractive, x Bus frequency must be no worse than 15 minutes or drivers will not wait. Park and Ride services are normally a dedicated service operating on a limited stop basis with specific livery to give identity. Park and Ride does not usually work in towns as small as Bodmin with the exception of seasonal or one off events. Bodmin has substantial cheap town centre parking. Consideration has been given to small park and ride car parks to operate in conjunction with revamped town bus service and/or shuttle bus service between Bodmin Parkway and Bodmin town. Potential locations at Callywith

Gate, Carminow Cross and St Lawrence Hospital. In general terms this approach does not deliver the criteria to make it more attractive than driving. However a small park and ride on the eastern side of town which served both the town and Bodmin Parkway (which has limited parking and no ability to expand parking) warrants more detailed consideration. Service Information Improved more accessible service information Promote better service information would help encourage people to use buses through travel plans and new and trains. This could be delivered as part of technologies. residential travel plans for new development in the form of information packs for new occupants and also using IT technology. Ticketing Some new residential developments have Promote subsidised bus passes for travel plans that include subsidised bus passes new residents through residential for first occupiers of new houses for limited travel plans via S106 agreements. period to encourage bus usage. Consider smart card ticketing. Consider smart card ticketing in future. More bus shelters and low floor bus To make bus travel more attractive passengers Deliver more shelters and bus boarders. need to be able to wait under shelter and low boarders on new and existing roads floor buses with bus boarders at stops are through S106 agreements essential for wheelchairs and buggies. This can be built into new development area

design and S106 agreements

Rail Linkage Bodmin Parkway/Bodmin Town Bodmin Parkway is currently served by the Consider using a shuttle service Bodmin/Wadebridge/Padstow bus service. between Bodmin and Bodmin There are criticisms that the rail and bus Parkway ti supplement or replace the timetables are not coordinated. To coordinate existing service the two and retain a regular reliable bus service for all users of the route is not possible under all circumstances. An alternative approach would be to run a shuttle bus service. Interview surveys at Bodmin Parkway indicate that 26% of rail trips originate from Bodmin and 21% from Wadebridge. The remaining 53% are very scattered and could not easily be captured by conventional bus services, but could in part be captured by a park and ride shuttle bus between Bodmin and Bodmin Parkway. This would overcome limited parking at Bodmin Parkway. Rail facilities The passenger interview survey at Bodmin Parking is limited and there is no Consider small park and ride on east Parkway indicates that most passengers space to expand it. side of Bodmin to serve Town and regard the station facilities as satisfactory or Parkway. good. Use of Bodmin & Wenford Heritage Railway Consultations with the operators indicate that using the service as a shuttle to and from Bodmin Parkway for regular passenger

services is not a practical proposition. They also reveal that using the track to support additional pedestrian and cycle routes is not feasible. Car Parking Pricing The Priory Car Park which is the most heavily There is a balance between using Consider increasing parking charges used is very cheap. Car park charges could be parking as a traffic management tool to be greater than using the bus. used as a traffic management tool to and maintaining the attractiveness of encourage use of more sustainable forms of the town centre to shoppers and travel, but there is a revenue, economic and visitors. town centre viability aspect to parking provision and charges. Location Currently most parking is at the Iincorporate a new car park on the eastern end of the town centre, which western side of the town centre to means that users from the west have intercept trips across the town to travel along Dennison Road, centre. In conjunction with potential adding to congestion and air quality relocation of Sainsburys and problems. redevelopment of surrounding area. Also tie this in with improvements to Provision of car parking on the Camel Trail western side of the town centre could intercept some trips across the town centre. This could be done in conjunction with redevelopment of the Sainsburys site. The base model provides some

information on this.

Access There is an opportunity to provide an additional Convert Priory Road/Launceston access for Priory Car Park from Priory Road, Road junction to signals to improve which would take some traffic out of the Priory its operation and to provide an Road/Dennison Road junction and Turf Street. additional access to Priory Car Park for traffic to and from the east. This will remove some traffic from the Priory Road/Turf St/Dennison Road junction. Use of parking revenue Parking revenue could potentially be used to Consider allocation of parking support sustainable transport measures for revenue to support smarter choices example improved/subsidised town bus initiatives. services. Travel Planning Workplace travel plans through planning for Implement workplace travel plans new sites through planning for new sites Voluntary workplace travel plans Encourage voluntary workplace travel plans School travel plans Implement school travel plans

Personalised travel planning Implement personalised travel planning Car Club

Provide an alternative to owning a car and Promote the operation of a car club

hence car usage. This allows for occasional in Bodmin car use, encouraging walking and cycling for shorter trips. It also reduces the incentive for people to drive because they have invested in a car. Reducing the Need to Travel

ICT New developments services with fibre to local Provide high quality broadband connection box or preferably to house. access to maximise the activities that can be done without the need to Promotion of home working. travel. Mixed use development The provision of mixed use development The masterplan proposals are based means there is potential for trips to be around mixed use. contained locally and in some cases be made on foot or by cycle. Local centre facilities The provision of local centre facilities means The masterplan proposals there is potential for trips to be contained incorporate local centre facilities. locally and in some cases be made on foot or by cycle Capture leakage of employment, retail and The provision of improved retail and leisure The masterplan proposals are leisure activities facilities within Bodmin can help stem the designed to address the leakage leakage of trade outside the town and reduce issue. travel. Travel Awareness Campaigns Required to raise the public awareness of Implement travel awareness through

smarter travel choices, opportunities and travel plans and public awareness information. campaigns Traffic Management and Highway Improvements Improvement to Dennison Road/Priory Road Requires additional land. Best opportunity is on An example of what can be achieved Create a larger roundabout within a junction. the southern side of the junction. is Market Square, Taunton. square. Junction modelling indicates a larger roundabout incorporated into a square with high quality public realm provides better operational conditions and can help deliver the public square aspirations for the area.

Improvement to priory Road/ Launceston In conjunction with new access to Priory Car New signalised roundabout Road junction. Park. incorporating a new access/egress for Priory Park car park.

Improvement Launceston Road/Cooksland Convert to roundabout. Funding available through Non-food Junction improvements as required Road junction. retail permission. for S106 for Police Station. Improvement Priory Road/Cooksland Road Restrict right turns Funding available through S106 Junction improvements using junction. obligations for police station available S106 funds. development.

WSP 09/06/2010

Appendix C Vehicle Trip Rates

Bodmin Masterplan Trip Rate Assessment

INTRODUCTION For the purpose of modelling the development scenarios vehicle trip rates are required to derive trips generated by the new development for loading onto the proposed road network within each of the scenarios. The normal source for trips rates for traffic analysis and modelling is the TRICS database of surveys at operational sites. The TRICS rates often represent situations where trips are conventionally car based with varying proportions of sustainable travel by other modes. The Bodmin Masterplan is intended to deliver opportunities and measures to constrain car trips, while recognising that Cornwall is a rural county where there will necessarily be a relatively high level of car dependence. It is intended therefore that the trip rates should provide a sensible balance between reflecting the effects of measures to encourage more sustainable travel and on the other hand not providing an unrealistically low level of car usage.

TRICS RATES The rates in Table 1 are typical rates collected from across the UK over recent years. Table 1 TRICS Vehicle Trip Rates

Land Trips per AM Peak Trip Rates Comment Use

In Out Total Residential Dwelling 0.141 0.417 0.558 Average for whole UK excl Greater London

Employment 100 sqm GFA 1.210 1.201 2.411 Average for whole UK excl Greater London. Business Park B1 Predominantly offices Employment 100 sqm GFA 0.491 0.194 0.685 Average for whole UK excl Greater London Ind Estate B2 Mix of employment Food Retail 100 sqm GFA 3.955 2.502 6.457 Average for whole UK excl Greater London Sainsburys Primary school Pupil 0.267 0.192 0.459 Average for whole UK excl Greater London Secondary Pupil 0.167 0.108 0.275 Average for whole UK school excl Greater London

COMMENTARY Offices in Priory Park fall under B1

Beacon Technology Park ditto Other employment areas are more likely to be B2

ADJUSTMENT FOR SUSTAINABLE TRAVEL Reference has been made to “Smarter Choices – Changing the Way We Travel” published by DfT in 2004 on the effectiveness in reducing car travel of various “Soft Initiatives”. The findings from various studies are very variable and depending part on the level in intensity applied to the measures and whether urban or non-urban locations. The document assesses the effect of combined measures on various traffic types as follows. Table 3 “Smarter Choices – Changing the Way We Travel”

Impact on Low Intensity scenario High Intensity Scenario Peak time urban traffic 5% 21% Peak time non-urban traffic 3% 14%

The impact is % saving on car mileage. Reference has also been made to the CPIR methodology derived by Mouchel for Cornwall Council which estimates potential car trip savings as follows. Table 4 CPIR Methodolgy Modal shift from car EXISTING POPULATION

Local % Savings % Savings Peak Trips Off Peak for Local Trips for Network Local Network Average weekday (theoretical max) 20% 25% 14% Average weekday saving (derived) 7% 8% 5% Moderate estimate

Average weekday saving (derived) Robust 9% 11% 6% estimate

Table 4 CPIR Methodolgy Modal shift from car NEW POPULATION

Local % Savings % Savings Peak Trips Off Peak for Local Trips for Network Local Network

Average weekday (theoretical max) 53% 64% 41% Average weekday saving (derived) 17% 21% 14% Moderate estimate Average weekday saving (derived) Robust 24% 29% 18% estimate

Clearly there is a wide range of forecast savings in car travel to be had from sustainable measures. For the purpose of establishing suitable AM peak vehicle trip rates for Bodmin and having a tendency to be conservative the saving to be applied is 8%. This is an average

of the low intensity and high intensity for non-urban traffic from the “Smarter Choices – Changing the Way We Travel” data.

ADJUSTED TRIP RATES Table 5 Trip rates reduced by 8%

Land Trips per AM Peak Trip Rates Comment Use In Out Total Residential Dwelling 0.130 0.384 0.513 Employment 100 sqm GFA 1.113 1.105 2.218 Business Park Predominantly offices B1

Employment 100 sqm GFA 0.452 0.178 0.630 Ind Estate B2 Mix of employment Food Retail 100 sqm GFA 3.639 2.302 6.023 Sainsburys Primary school Pupil 0.246 0.177 0.422 Secondary Pupil 0.154 0.100 0.253 school

COMMON TRIPS Adjustments will be required to avoid double counting of trips for example residential trips to school and trips to school from residential.

WSP 11 .01.2010

Appendix D Baseline Assessment

Bodmin Masterplan Baseline Data Transport and Accessibility Issues

TRAFFIC MODEL The specification for the Visum traffic model is attached. Timescale The traffic surveys are planned to be completed by the end of June so as to be within neutral months, unaffected by school holidays and peak summer traffic conditions. The model is expected to be complete towards the end of the year in order to allow it to test the development options within the project timescale. Outputs The traffic model will produce traffic flows and journey times for the existing situation and the preferred development option and associated road network changes. It will also provide data on the origins and destinations of road trips by trip purpose. The model will also demonstrate the implications of introducing new road links on traffic patterns.

BUS SERVICES Bodmin is served by the Bodmin Town Service (454) and a number of other services linking the town with other settlements. The Bodmin Bus Map is attached and the services tabulated below: The town bus service (454) operates hourly throughout the day between 07.30 and 18.00 Monday to Saturday with a number of permutations. There is an hourly service between Bodmin and St Austell (529) via Roche and Bugle which runs between Monday and Saturday as well as every two hours on Sundays. The 555 service runs between Bodmin Parkway and Padstow via Wadebridge hourly between 06.30 and 21.30 Monday to Saturday as well as two hourly on Sundays. The 593 service connects Bodmin with Liskeard and is timed to provide a connection to Plymouth via the 592 service. This runs hourly from Monday to Saturday. All of these services receive financial support from Cornwall Council. A bid will be submitted this year for “Kick Start” funding to double the frequency of the 529 Bodmin-St Austell service. At present bus subsidies are funded through the Council Tax, however the new Cornwall Council is considering ring fencing parking revenue for transport use (hypothecation). Where possible the bus services are routed to avoid Dennison Road due to traffic levels. This is not possible with the town service. There is no bus priority in Bodmin and therefore the attractiveness of using the bus is undermined by the journey times in relation to the car. There is also a “Dial a Ride” service which operates for a triangle of villages to the north of Bodmin, including St Brewards, St Mabyn and Blisland. Bus patronage is increasing; in the last year concessionary fare passengers have increase by 30% while fare payers increased by 10%. The main concentration of bus passengers is in West Heath on the western side of the town. There is also significant patronage related to the retail stores.

There is currently little or no bus patronage from the employment areas. Employers say this is because employees travel in from outside Bodmin with limited opportunity for travelling by bus. In the stakeholder meetings comments were made about the lack of coordination between the bus timetable for services calling at Bodmin Parkway and the rail services. However the Council’s public transport team’s experience is that running “clockface” bus services to and from the station is more effective than trying to link them to train times. Consideration needs to be given to the possibility of a dedicated Bodmin-Bodmin Parkway shuttle service. This could also perhaps incorporate the employment areas within Bodmin. From a bus operations perspective concentrated development will be much easier and more effectively served. No. Route Mon - Sat Evenings Sundays 260 Tavistock - Truro via TCT 1 journey (2nd - - Callington Saturday in Month) 405 Pedna Carne - Fraddon - ST 1 journey T&F - - Bodmin - Trago Mills 454 Bodmin Town Service ST Hourly - - 529 Bodmin - Roche - Bugle - St WG Hourly 1 journey 2 hourly Austell (2 journeys Roche - St Austell) 555 Bodmin Parkway - Bodmin - WG Hourly 2 journeys 2 hourly Wadebridge - Padstow 592 Liskeard - Saltash - Plymouth WG Hourly 1 journey 2 hourly 593 St Columb Major - Bodmin - WG Hourly 1 journey St Columb - Liskeard Major - Bodmin

RAIL SERVICES Bodmin is served by Bodmin Parkway station, which is on the Penzance to London line. The station has a ticket office that is manned between 06.30 and 20.00 Monday – Saturday and 10.30 to 19.40 on Sundays. Ticket machines are available. The platforms are only partially accessible step free. There is car parking for 75 cars, which from inspection seems to be used at or near capacity. The 555 bus service connects the station with Bodmin and Wadebridge. The station is managed by First Great Western (FGW). The train services are provided by FGW and Cross Country. Both operators provide services between Penzance and Taunton. Beyond Taunton FGW services connect to London while Cross Country connect to Birmingham and onto Leeds and Edinburgh. There are also Cross Country services to Manchester. The Bodmin and Wenford Railway is a heritage facility which runs between the Camel Trail and Bodmin Parkway via Bodmin General Rail station. The line is 13 miles long and operates between March and December. Consideration has been given as to whether the service or the route could be used to provide a regular connection between Bodmin and the Parkway, however this seems unlikely. It appears that the station’s primary function at present is for passengers from Bodmin and further afield travelling outwards. There may be scope for increasing its use for inward travel. This needs some consultation with First Great Western and potentially a passenger interview survey.

TRAVEL TO WORK PATTERNS

Details of travel to work patterns have been derived from the 2001 Census data and presented in the attached GIS diagrams. This shows the destinations of outbound work trips from Bodmin by mode of travel and also the origins of inbound work trips to Bodmin by mode of travel. The analysis reveals the following split in trips to work made by the available modes of travel. 2001 Census Data Travel to Work Data Inbound Trips to Bodmin

Work Train Bus Taxi Car M/Cycle Cycle Foot Other Total from Home St 228 0 15 24 1458 12 18 303 0 2058 Marys Ward 11.1% 0% 0.7% 1.2% 70.8% 0.6% 0.9% 14.7% 100% St 262 9 102 75 5502 108 60 589 48 6755 Petroc’s Ward 3.9% 0.1% 1.5% 1.1% 81.5% 1.6% 0.9% 8.7% 0.7% 100%

Bodmin 490 9 117 99 6960 120 78 892 48 8813 Total 5.6% 0.1% 1.3% 1.1% 79.0% 1.4% 0.9% 10.1% 0.5% 100% Outbound Trips from Bodmin Work Train Bus Taxi Car M/Cycle Cycle Foot Other Total from Home

St 228 3 24 72 2025 36 39 396 3 2826 Marys Ward 8.1% 0.1% 0.8% 2.5% 71.7% 1.3% 1.4% 14.0% 0.1% 100%

St 217 3 21 67 1917 35 37 374 3 2674 Petroc’s Ward 8.1% 0.1% 0.8% 2.5% 71.7% 1.3% 1.4% 14.0% 0.1% 100%

Bodmin 445 6 45 139 3942 71 76 770 6 5500 Total 8.1% 0.1% 0.8% 2.5% 71.7% 1.3% 1.4% 14.0% 0.1% 100%

As expected for a largely rural area which is highly car dependant the proportion of car trips is high at 70% to 80%. There is a substantial proportion of work from home numbers (5% to 8%) and also a good proportion of walk to work trips. (10% to 14%) The GIS plots show that there are few works trips by bus to and from wider destinations and very few rail trips. The car based work trips both inbound and outbound are spread in all directions with a significant proportion to and from the west bringing trips through the town centre.

Inbound Car Trips

Inbound Bus Trips

Inbound Rail Trips

Outbound Car Trips

Outbound Bus Trips

Outbound Rail Trips

TOWN CENTRE TRAFFIC FLOWS Traffic flows for key roads within Bodmin have been derived from existing traffic surveys provided by Cornwall Council. The findings are illustrated on the attached diagram as 12 hour weekday flows. These flows were recorded in various years and months without any adjustments and therefore present only an indication of traffic levels.

Traffic flows through the town centre on Dennison Road and Higher Bore Street are 14000 to 15000 vehicles a day (vpd). The flows on the radial roads leading to and from the town are in the range of 8000 to 14000 vpd. Flows on Fore Street are 2500 to 300 vpd. Flows on Barn Lane are 6000 to 7000 vpd and on Turf Hill are 8000 to 9000 vpd. The main traffic issues are the level of traffic on Dennison Road which results in queues and congestion. Much of this is due to eastbound traffic having to wait to negotiate the Dennison Road/Priory Road roundabout. Turf Hill also gets congested due to through traffic on Lostwithiel Road as well as traffic accessing the Priory Car Park, Mount Folly car Park and Fore Street. At the western end of the town the double mini-roundabout at Dunmere Road/Westheath Avenue experiences queues at peak periods. A degree of queuing occurs at the junction of Launceston Road/Priory Road. Very significant queues occur at the junctions at either end of Cooksland Road. The two A30 junctions generally operate within their capacity.

CAR PARKING Public car parking in Bodmin is provided by Cornwall Council (CC) and by Bodmin Town Council (DTC). The car park details are tabulated below. Car Park Manager Spaces Charges

Priory Section 1 Bodmin Town 14 30p up to 30 mins Short Stay Council Priory Section 1 Bodmin Town 204 30p per 30mins Long Stay Council 60p per hour after 30 mins Priory Section 2 Bodmin Town 139 70p all day Long Stay Council Market Street Bodmin Town Season tickets Council Mount Folly (Fore Cornwall Council 101 70p up to 1 hour

Street) Shopper 60p per hour thereafter

Mount Folly (Fore Cornwall Council 46 £1.50 for 4 hours Street) Long Stay £3 all day Dennison Road Cornwall Council 62 70p up to 1 hour 60p per hour thereafter Berrycombe Road Cornwall Council 32 70p for 1 hour £1.50 for 4 hours £3 all day Victoria Square Cornwall Council 42 £1.50 for 4 hours (Bodmin General £3 all day Rail Station) Camel Trail Approx 20 Free

Cornwall Council is in the process of reviewing parking charges across the county to achieve consistency. Cornwall Council is able to provide details of car park receipts, but this is very coarse, i.e. monthly figures. The observed pattern of car park usage is that Dennison Road is very heavily used due to its central location. There are often queues of cars waiting for spaces. Priory Car Park is also heavily used which is in part due to the lower parking charges. The Mount Folly (Fore Street) car park shopper element is well used. It is close to Fore Street, although the access is currently poor. The long stay element, including season ticket parking is underused. Berrycombe Road car park is well used. The Camel Trail car park is well used, particularly on weekends and could be extended. Cornwall Council is considering ring fencing parking revenues for transport investment (hypothecation). Most of parking is located on eastern side of the town centre; could trips across the centre be reduced with parking on the western side? Car parking is a very powerful tool in influencing travel behaviour as well as potentially being a source of funding for transport measures to encourage sustainable travel. This has to be balanced with its role in supporting the economy and viability of the town. As well as public car parking the masterplan study also has to consider the level of parking provided for new development, which has to take into account a number of factors including transport and planning policy, marketability and the effects of overspill parking.

PARK AND RIDE The Bodmin Masterplan Study Brief requires that consideration be given to the introduction of park and ride at Bodmin. The provision of park and ride needs detailed and careful consideration as it is expensive to provide and run. At present there is only one permanent bus based park and ride site in operation in Cornwall, which is at Threemilestone to the west of Truro.

For park and ride to be successful a number of factors need to apply. The park and ride must be attractive in comparison with the option of driving into Bodmin. This means that the journey time by park and ride must be quicker than by car and or the cost of using park and ride must be significantly cheaper than the alternative parking charges or there is a limit on available parking. The park and ride has to be easily seen and accessed. The quality of the park and ride site and the buses needs to be high. The frequency of the service needs to be high, typically every 10 mins. The issues to be considered are: ƒ What is the objective of park and ride in Bodmin; will it solve a traffic problem? ƒ What trips are to be captured (work, retail, tourism) ? ƒ Much of the employment in Bodmin is on the outskirts of the town and trips to it could not realistically be captured. ƒ Would it be used to intercept trips from the east or the west? ƒ Are there enough trips that could be intercepted to make the service work? ƒ Could the bus trip be quicker than by car, i.e. bus priority measures ? ƒ Could the park and ride charges be kept significantly lower than parking charges? ƒ How would the service be funded if not self supporting? The indication from the GIS plots of travel to work data from the 2001 Census is that work trips to Bodmin come from the east and west routes into the town.

AIR QUALITY Cornwall Council does, under its statutory duty, monitor and assess air quality. It has found that pollution levels of NO2 exceed nationally designated levels on Dennsion Road and in St Leonards. The council’s investigations reveal that this is due to traffic emissions. Weekday traffic levels on Dennision Road range between 13000 and 17000 vehicles per day depending on the season. Research has revealed that the two main contributors to the emissions are cars which represent 92.6% of the traffic volume and 42% of the emissions, while medium goods vehicles which are 5.5% of the traffic produce 45% of the emissions. An “Air Quality Management Area” has been defined which covers the entire town centre and beyond. (See attached Plan)

The council has prepared an “Air Quality Management Area Action Plan” (AQAP),which includes a wide range of measures to try to address the air quality problem. The Smart Targets within the action plan are shown on the attached tables. There are many overlaps between the Bodmin Masterplan and the AQAMP: The actions which the masterplan can support and enhance include: ƒ Safer routes to school ƒ Improvement of walking environment ƒ Improvement of cycling environment ƒ Traffic signals coordination ƒ Work to prevent future air quality impacts from new development ƒ Presumption in favour of mixed use development ƒ Promote sustainable networks (walking and cycling) ƒ Examine the movement of HGVs and MGVs in the area ƒ Junction improvements ƒ Parking controls ƒ Improvements to road layouts ƒ Investigate linking rail and bus timetables The emphasis of the masterplan will in general be to reduce the need for car travel and to provide opportunities for travel by other more sustainable modes. In addition it may be that new road infrastructure required to serve new development can also divert some traffic from Dennison Road. There are therefore ways in which the masterplan project can potentially assist the air quality initiatives, for example: ƒ Possible new road links to serve development and potentially offer alternative routes for some traffic using Dennison Road and Turf Street.

ƒ Provision of a traffic model which can be further development for air quality modelling. ƒ Using the traffic model to assess traffic origins, destinations and trip purposes. ƒ Potential enhancement of the town bus service to encourage more sustainable travel. ƒ Location and management of town centre parking to influence travel patterns.

ROAD NETWORK The road network within Bodmin and the surrounding area are illustrated in the attached figures. A30 and A38 Trunk Roads In the wider context Bodmin has excellent access to the region and beyond by means of the two trunk roads that meet immediately to the east of the town. The A30 runs the length of the South West Peninsula and much of it is dual carriageway. There is a section at Temple to the north east of Bodmin, which is single carriageway and considered by some to be a barrier to the economy and potential of the area. The A38 connects Bodmin and the A30 with Plymouth and beyond. Its standard is variable; however the main bottleneck at Dobwalls has recently been removed with the construction of the Dobwalls bypass. Both these routes are under the authority of the Highways Agency, who will be keen to ensure that any development does not have a negative impact on the operation of the trunk roads. Bodmin has three connections to the A30. The junctions at Callywith and Carminow Cross operate in tandem. The Callywith junction only allows movements to and from the east, while the Carminow Cross junction only allows movements to and from the west. The third junction at Lanivet provides a connection to the western side of Bodmin via the A391. The signing on the A30 is such that it encourages traffic to use the eastern junctions. The advice from the Highways Agency and supported by analysis undertaken by WSP in 2007 shows that the two eastern junctions operate with spare capacity. Routes into and out of Bodmin Bodmin has five principal radial routes to and from the town. On the eastern side is the A38 Launceston Road connected to the Callywith A30 junction. The A389 connects the town to the Carminow Cross junction. The B3268 on the southern side of the town provides a link to Lostwithiel, Fowey and the A390. The A391 on the south west side of the town provides a link to St Austell. The A389 to the west of the town provides a link to Wadebridge and Padstow as well the west coast via the A39. All these routes are the responsibility of Cornwall Council. Road Network within Bodmin The main characteristic of the road network within Bodmin is the single principal east- west route incorporating Priory Road, Dennison Road and Higher Bore Street. This is a single carriageway with a single lane in either direction. This is the main route for traffic accessing the town centre and for through traffic. Its restricted width, tight bends and constrained junction at St Petroc’s Church means that it is heavily trafficked and suffers congestion. Fore Street runs parallel to Dennison Road and is the main shopping street. It is very narrow and operates as one way westbound for service traffic and limited other traffic. It also becomes congested. The only other east-west route through the town of any consequence is via Barn Lane and Beacon Road between the A389 and the B3286 on the southern side of the town. This route is used by some traffic seeking to avoid Dennison Road and for some bus

routes, however for traffic to and from the eastern A30 junctions and the areas on the north east side of the town its benefit is limited because that traffic still has to rejoin the principal route at the St Petroc’s junction via Crinnicks Hill and Turf Street. On the south east side of the town there is a route from the Carminow Cross roundabout to the town centre via Castle Canyke Road which is also the access route for the Walker Lines Industrial Estate. On the southern side of the town there is also a convoluted route of poor standard between Beacon Road and the A389 via Crabtree lane, Gladstone Road, Kirkland road and Westheath Road; however much of this route is no more than a narrow country lane. Junctions within Bodmin The key junctions on the east-west route through the town are: ƒ The double mini-roundabouts at Dunmere Road (A389), Westheath Avenue (A389), Barn Lane and Town End. This is the junction where two of the main radial routes meet and has an awkward five arm configuration. It experiences congestion in peak periods. ƒ The junction of Dennison Road and Berrycombe Road is a T junction with restricted space. It is on the access route for Bodmin Jail museum and the Camel Trail. This can cause delays for through and side road traffic. ƒ The Bell Lane/Dennsion Road junction serves traffic using the Dennsion Road car park and the parking and service areas on the north side of Fore Street. The right turn out of Bell Lane can be difficult due to traffic volumes. ƒ The Dennison Road/Priory Road/Turf Street junction is the main source of congestion in the town centre. It is a mini-roundabout situated close to the sharp bend on Dennison Road. Cornwall Council has looked into improving the junction in the past, including the introduction of signals, however the main constraint to improvement is the close proximity of buildings and the lack of land. To undertake improvements would require the acquisition of land and buildings on the southern and western side. St Petroc’s Church borders the northern side. ƒ On Turf Street there are junctions for the access to the Priory Car Park, to Fore Street, the Mount Folly Car Park and Crinnick Hill. These all interact and become congested. ƒ The Launceston Road/Priory Road junction is a T junction with a left filter from Priory Road into Launceston Road. ƒ The other two significant junctions are at either end of Cooksland Road where it meets Launceston Road and Priory Road. Both are very busy and the latter has a poor layout.

WALK TO WORK PROJECT Cornwall Council has implemented a “Walk to Work” project using “St Guron’s Way”which in fact has influenced not only walking to work, but also walking to study. This has involved the provision of a pedestrian and cycle route east to west across the southern part of the town linking the residential areas around Westheath with the college and the employment area at Walker Lines. The route provides a traffic free facility which skirts the Beacon Local Nature Reserve and in part follows the Bodmin and Wenford Railway. This project has been very successful with spin offs including bike maintenance classes. The trail is used by about a hundred people a day.

There is potential to link it with the Camel Trail which is used by some commuters between Bodmin, Wadebridge and Padstow. At present there is a missing link on the western side of the town. The route is illustrated on the attached plan. The link partly gravel surfaced and partly bituminous surfaced, it is also lit. The route is intended for use by pedestrians, cyclists and equestrians. It is also accessible for buggies, wheelchairs and mobility scooters. At its eastern end the route leads to Lanhydrock via the national cycle network and Cornish Way. There is also scope for a connection to the Camel Trail to the west leading to Weybridge and Padstow, although at present there is a missing link inhibiting that connection.

PEDESTRIAN AND CYCLE ROUTES Bodmin has the benefit of being a compact town where the walking and cycling distances are realistic, however the topography means that some routes are hilly. Cornwall Council has actively promoted walking and cycling for work education and leisure. The attached plan shows the routes achieved and the aspirations. The attached plan illustrates the existing and proposed routes. Walk to Work and the Missing Link The Walk to Work scheme has proved very successful, but at present there is a gap in the route on the western side preventing it linking up with the Camel Trail. Camel Trail and Connection toTown Centre The Camel Trail is a very well used leisure route linking Bodmin with Wadebridge and Padstow and it is also used by some commuters. The linkage between the trail and Bodmin town centre is poor. The signage to and from, it as well as between the trail and, for example the Jail could be improved. The route between it and the town centre is all on road and the road is narrow with on-street parking which creates problems for vehicles passing each other before cycle traffic is introduced. There is limited cycle parking facility once cyclists reach the edge of the town centre. Located at the junction of Berrycombe Road and Dennison Road. Between the trail and the town centre cyclists have to cross Dennision Road. Discovery Route with Links toTown Centre Cornwall Council has plans for a “Discovery Route which would circulate around the perimeter of the town picking up points of interest and having connections back into the town centre at various locations. Connection Fore St Car Park to Fore St As part of the town centre framework a multi-storey car park is proposed on part of the existing Mount Folly Car Park. This in part replaces the Dennison Road Car Park. In order for this to work it needs an improved pedestrian connection to Fore Street. A lift is proposed as part of the car park and would lead to Fore Street via an existing or new gap between buildings on the south side of Fore Street. Links across A30 The A30 forms a barrier between Bodmin and interconnected woodland areas of interest on its eastern side including Lanhydrock and Cardinham Woods. There are a number of existing crossing points along the A30 which could no doubt be used to better effect. At Callywith there is a road link over the A30 adjacent to the south bound off slip road from the A30 to Bodmin. This link leads via a number of tracks to Lidcutt Wood and Callywith Wood. This is identified as a part of the proposed Discovery Route. The next connection to the south is a track over the A30 at Higher Margate This connects Cooksland Road and Priory Road with Margate Wood.

Further south again is the A38 road link over the A30 which forms part of the A30 Carminow Cross junction. While this is also a busy traffic link it des none the less provide a connection between the eastern side of Bodmin and areas to the east of the A30 Immediately south of the A38 the Bodmin and Wenford Railway crosses the A30 with the railway in cutting. There is a further connection a little further south at Halgavor Plantation where there is a bridge over the A30 which provides a link to the Lanhydrock estate. This is also identified as part of the proposed Discovery Route. Links to Attractions Outside Town One point that has come out strongly in the consultation process is the importance of maintaining and improving links between the town and the wealth of attractive countryside surrounding it. New development areas and infrastructure should not inhibit these connections and where possible should enhance them. Development Areas to Town Centre and Facilities At present Bodmin has a wealth of connecting streets, paths and open spaces and it will be important for new development to respect these connections and improve and add to them. This is linked to the aspiration for linking green spaces under a green infrastructure strategy. Link through Retail Site Launceston Rd Cornwall Council would like to protect a potential pedestrian and cycle link across the proposed retail development site on Launceston Road to the north of Morrisons. Connection to Bodmin Parkway via Bodmin &Wenford Rail Line At present the Bodmin and Wenford rail line provides a heritage rail attraction and the trains run between Boscarne Junction and Bodmin Parkway via Bodmin General Station several times a day over much of the year. There may be opportunities for pedestrian and cycle links along the same route either within the rail corridor, although that would be difficult within cuttings, or adjacent to the rail line. 1SW Bid for South West Off Road Cycling Road Project An Expression of Interest submission document has been prepared by a group of South West Project partners led by the Forestry Commission for 50% funding for a regional project to promote the South West as a world class region for off road cycling. The bid includes the provision of 5 high quality adventurous off-road cycling hubs. One of the hubs would be at Cardinum Woods to the east of Bodmin.

LOCAL TRANSPORT PLANS 2 & 3 LTP 2 2006-2011 Cornwall Council’s Local Transport Plan 2 covers the period 2006-2011 and the Executive Summary is attached. LTP2 addresses as required by central government the following key 'shared' priority areas that local authorities should demonstrate that they are progressing:

x Improved access to jobs and services, particularly for those most in need, in ways which are sustainable: improved public transport.

x Local safety.

x Reduced problems of congestion.

x Reduced problems of air pollution.

“The LTP2 Transport Aims are: 6.1.10 LTP2 Transport Aim

Transport Aim 1

Improve access to key services and facilities in Cornwall.

o Improve access to work, healthcare, education, food shops and recreation to meet local needs by providing travel choice and reducing the need to travel, thereby supporting individual well being. 6.1.11 LTP2 Transport Aim

Transport Aim 2

Improve local safety for all who travel in Cornwall.

o Support local communities by reducing the severity of road accidents for all road users.

o Address the fear of crime, particularly for pedestrians and users of public transport. 6.1.12 LTP2 Transport Aim

Transport Aim 3

Reduce the growth of traffic congestion and transport related air pollution and improve public transport in Cornwall.

o Manage, maintain and improve the efficiency and effectiveness of the transport network.

o Provide opportunities for travel choice.

o Influence travel behavior by raising awareness of the impact of transport on the environment and the health benefits of walking and cycling. 6.1.13 LTP2 Transport Aim

Transport Aim 4

Provide and maintain an integrated transport network that contributes towards the development of a vibrant and successful Cornish economy and regeneration.

o Deliver transport improvements to support land use and regeneration strategies for the key Cornish towns.

o Deliver transport improvements to support the County's economic strategy, including addressing the issue of Cornwall's connectivity. 6.1.14 LTP2 Transport Aim

Transport Aim 5

Reduce the impact of transport on Cornwall's natural, historic and built environment.

o Conserve and enhance the natural and historic environment by minimising the impacts of transport wherever possible through appropriate maintenance and design practices.

o Conserve Cornwall's local distinctiveness by assisting in the delivery of sustainable tourism.

o Reduce traffic related air and noise pollution.

o Manage traffic related climate changing emissions.”

The LTP 2 programme for Bodmin is set out in Table 1.7 from the Urban Centres Strategy.

LTP3 2011-2017 Cornwall Council is currently preparing its LTP3 and is still awaiting central government guidance on its preparation.

ACCESSIBILITY For Local Transport Plan 2 Cornwall Council has undertaken a county wide accessibility assessment which presents in a series of GIS maps the accessibility of all parts of the county to a range of facilities and also a range of indices for things such as: ƒ Distance to nearest medical facility ƒ Distance to nearest major employer ƒ Distance to nearest college The full schedule of accessibility indices is attached. For LTP3 a similar accessibility assessment will be undertaken.

URBAN CENTRE STRATEGY Cornwall Council has produced a document setting out its strategy for urban centres with each of the main urban centres addressed individually, including Bodmin. The document is specifically aimed at addressing significant growth in traffic that would happen without appropriate land use planning to reduce the need to travel. For each urban centre the strategy comprises a tailored package to be delivered between 2006/07 and 2010/11selected from an overall Regeneration and Congestion Strategy as illustrated below:

The strategy for Bodmin incorporates: Improvements to Bus The route between Bodmin and St Austell is targeted as there are employment trips between the two in equal measure. The improvements include: ƒ Inter town bus stop improvements ƒ Real time SMS information ƒ Targeted publicity and marketing ƒ Ticketing initiatives aimed at major employers Improvements to Cycling and Walking The measures are to deliver section 6 of “The Cornish Way” linking the Cornish and Devon parts of the National Cycle Network. Influencing Travel Behaviour

Four major employers in Bodmin will be invited to work with the Council on developing travel plans to achieve an overall 5% reduction in employee car use by 2011. The employers are: ƒ St Merryn Meat ƒ Roach Foods ƒ Fitzgerald Lighting ƒ Cornwall Healthcare Trust Attachments Specification for Traffic Model Bodmin Bus Map Travel to Work GIS Plots Town Centre Traffic Flows Town Centre HGV Survey Results Air Quality Action Plan Smart Targets Road Network Plans and Car Park Locations Public Rights of Way Plan Accessibility Maps Schedule Urban Centres Extract for Bodmin

Appendix E Bodmin Parkway Passenger Interview Survey

BODMIN PARKWAYPASSENGER INTERVIEW SURVEY SUMMARY 25.6% of trips started at Bodmin 20.5% of trips started at Wadebridge. The remainder were spread over a variety of origins with 5.1% from Liskeard being the next highest. 61.5% of trips started from home 41% of trips were to Plymouth 15.4% of trips were to London 10.3% of trips were to Bodmin and the same to Wadebridge. 53% of trips to and from Parkway are by car and 21% by bus If car was not an option39% would use bus. 23% would not make the trip Factors likely to encourage use of bus to and from station are: ƒ Lower fares 53% highly influenced ƒ Greater frequency 62% highly influenced ƒ Greater service coverage 67% highly influenced The facilities at Parkway were generally rated satisfactory or good.

ANALYSIS TABLES

Appendix F Priory Cark Interview Survey

PRIORY CAR PARK INTERVIEW SURVEY SUMMARY 27% of trips originated in Bodmin 11% from St Austell was next highest origin Remaining origins covered 21 places 93% of trips started from home If car travel was not an option: ƒ 21% would walk ƒ 2% would cycle ƒ 30% would use the bus ƒ 30% would not make the trip Factors likely to convert trips to bus: ƒ Lower fares 54% not influenced 25% highly influenced ƒ Greater frequency 36% not influenced 40% highly influenced ƒ Greater coverage 36% not influenced 46% highly influenced ƒ Shorter journey time 57% not influenced 22% highly influenced Would higher parking charges discourage travel to Bodmin by car? ƒ 34.5% Yes 65.5% No

ANALYSIS TABLES

Appendix G Air Quality Management Plan “Smart Targets”

Appendix H Core Masterplan

Drawing 042_DI_37.0 by NEW Masterplanning

TO BE ADDED

Appendix I Growth Masterplan

Appendix J Discovery Route

Appendix K Cornish Way

Appendix L Distributor Road Alignments