Plymouth City Council

Plymouth Strategic High Quality Public (HQPT) Network

Route Development Report

Plymouth Strategic High Quality (HQPT) Network

Route Development Report

JOB NUMBER: 5028807 DOCUMENT REF: Draft Report Ver 1

02 Draft Final Report MH NT MH PR Mar ‘06

01 Draft Report MH BD MH Mar ‘06

Originated Checked Reviewed Authorised Date

Revision Purpose Description

PLYMOUTH STRATEGIC TRANSPORT NETWORK

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Contents

Section Page

Executive Summary iii 1. Introduction 1 Purpose & Study Brief 1 Approach 1

2. Background Policy & Previous Studies 3 National 3 Regional 4 Sub Regional/City 4 Consultant Studies 3

3. Why a Strategic Network? 5 The Vision for a Plymouth Strategic HQPT Network 5 Problems 5 Policy Objectives 6 Contextual Factors 8 Physical Opportunities and Constraints. 9 Supporting Data 10

4. Route Selection & Development 14 The Stops 14 The Routes 15 Comparison with Past Proposals 18 Other Alternatives 19

5. Delivering a Network 20 Junction Improvements 20 Infrastructure 21 Incorporation into the LDF 22 Phasing and Construction Timetable 23

6. Next Steps & Continuing Development 26 Process of RSS and LDF 26 Further Studies and need for supporting research 26

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Appendix A Proposed Route Description 30

Appendix B Proposed Stop Descriptions 33

Appendix C Census Data Summary 37

List of Tables Table 3.1 – 2001 Census Data Analysis (Ward Ranking) 11 Table 3.2 – Broad Plymouth Area Commuting Patterns 12 Table 3.3 – Approximate Annual Footfall, 2004 13 Table 5.1 – LTP (2006-2011) Sequential development of the HQPT network 24 Table 5.2 – Expected Construction Phasing of Key Infrastructure/Hubs 25

List of Figures Figure 1 Schematic Map of Plymouth Strategic Network 28 Figure 2 Geographical Map of Plymouth Strategic HQPT Network 29

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Executive Summary

This report details the initial development of a strategic network for High Quality Public Transport in the Plymouth Urban Area.

The report briefly examines the policy and study framework which has led to its creation, and the need to provide sustainable transport opportunities for the next 20 year period. It is to be used within a number of future planning documents for the city including the Local Transport Plan (2006-11), the Local Development Framework and to inform the Regional Spatial Strategy and sub-regional transport strategy.

The report is based upon the methodology included in the Commission for Integrated Transport’s (CfIT) report entitled “Affordable Mass Transit” and presents the case for a High Quality Public Transport network against the headings of Problems, Policy Objectives, Contextual Factors, and Physical Opportunities & Constraints. It demonstrates a clear case for the strategic network in forming part of the package of measures necessary for the sustainable growth of Plymouth.

The selection of routes and stops has been derived using data from national and local sources including census data, public transport patronage and future predictions of employment and population. The network is designed to take forward provisional proposals devised by Plymouth City Council in 2003, and connects principal centres of employment, residential areas, retail, leisure and services. A primary aim is to ensure the sustainable urban expansion of the city east at Sherford, and north along the northern corridor.

A network of 10 routes has been developed, which have 45 principal stops The network provides a clear statement of the commitment and intent of Plymouth City Council to enhance and modernise public transport provision within the city. It is in the infancy of its development and should be viewed as a robust qualitative assessment that will require future detailed analysis to determine financial viability and costs of work.

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1. Introduction

PURPOSE & STUDY BRIEF

1.1 This report outlines a proposed strategic High Quality Public Transport (HQPT) network for the city of Plymouth for 2026 and beyond. It details the development and supporting material that has led to its formation.

1.2 The study brief was to provide a substantive bridge, in Strategic Transport and Spatial Planning terms, between LTP2 (covering the period 2006 - 2011), the LDF (2006 – 2016) and the RSS/SRTS (2026 and beyond). The study’s primary objective was to determine Strategic Transport Networks in sufficient detail to: ♦ Provide a credible and publicly challengeable evidence base to support the documents listed above. ♦ Enable land to be identified, which would permit transport corridors to be protected and major interchange sites to be constructed during the period to 2026. ♦ Enable the specified land to be allocated, in principle, for transport purposes on the forthcoming LDF site-specific proposals map. 1.3 An original proposal was developed by Plymouth City Council in 2003 and has been taken forward and included within transport and planning studies undertaken since. This next phase of work, as reported herein, seeks to further the original proposals and see their evolution into a network suitable for consideration in the following ♦ Plymouth City Council Local Transport Plan 2006-2011 (LTP2) ♦ Plymouth City Council Local Development Framework, 2016 (LDF) ♦ Sub Regional Transport Strategy 2026 (SRTS) 1.4 The further development of the proposed network is in response to the need to forward plan to ensure Plymouth is proactive and has the best opportunities to build a core network that fosters sustainable growth and modal shift away from the private car. It also will provide vision for residents, visitors and businesses alike as to Plymouth’s priorities and goals in relation to transport.

APPROACH

1.5 The Commission for Integrated Transport (CfIT) has recently published guidance entitled “Affordable Mass Transit”. The report is a direct response to a number of trends, decisions and policy goals that followed earlier targets set within the Transport White Paper, Transport 2010 to see 25 new schemes operational by that year. Since its publication few schemes have progressed, and routes in Leeds, Liverpool and South Hampshire have seen the withdrawal of Government support due to escalating costs.

1.6 The CfIT report proposes a 3 phase approach to evaluating mass transit systems The 3 phases are:

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♦ Strategic assessment- this is broken further into 3 stages, − Qualitative assessment, − Quantitative assessment, and − Ranking/Short listing of Preferred Options. ♦ Scheme Identification – development of the preferred option to enable economic and environmental evaluations to be undertaken. ♦ Scheme Refinement & Monitoring 1.7 This report is closely aligned to the first stage of the strategic assessment phase (Qualitative Assessment) resulting in the production of a draft network of HQPT corridors across the city. It has been produced in graphical form as a stylised map, but has also been translated into physical corridors on the ground so that new routes can be protected from development, and highway improvements and new developments can incorporate suitable measures.

1.8 Plymouth City Council will now take this draft forward and undertake wider consultation as part of the Local Development Framework, and sub regional transport strategy formulation. It is not intended to be the final solution but as the first step in a process, akin to that provided by the CfIT guidance. Where cross boundary issues are raised it is hoped in co-operation with those authorities, the report can be used by all parties concerned to ensure the successful development of a complete network serving the Plymouth Urban area. This will continue the successful work undertaken to date with and Caradon District Councils, and Cornwall County Councils, The Highways Agency, and Government Office for the South West (GOSW).

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2. Background Policy & Previous Studies

2.1 To set this report in context it is helpful to understand the policy background driving the proposal for a strategic High Quality Public Transport network. It is not intended to provide a detailed review, but provide a few salient highlights of documents that have led to the proposed creation of a HQPT and shape its form and nature.

NATIONAL

2.2 Nationally transport policy has seen the evolution of transport planning to focus on a number of key areas.

2.3 Reducing Congestion: This includes encouraging modal shift, and the support of sustainable transport modes, through to selective road building and congestion charging. Journey time reliability is seen as a key determinant and is used as a measure throughout the country. The knock on effects includes environmental improvements, and can be equally to the benefit of as to the private motorist where services can be delayed by congestion as much as cars.

2.4 Improving Safety: The UK has one of the lowest accident rates in Europe and has made continuing progress to reduce the number of road related casualties. This continues to be a core policy target and should be addressed as part of the development of the HQPT network.

2.5 Increasing Accessibility/Reducing Social Exclusion: Improved choice and range of PT services can aid access to employment, whilst giving opportunities for education, leisure and social interaction to those with restricted means of otherwise. New transport investment is often cited to support regeneration benefits, and can in conjunction with wider investment help foster longer term benefits to areas that might otherwise not succeed.

2.6 Environmental. The need to improve and protect our environment has seen the introduction of Air Quality Management Areas (AQMA) and supporting plans. And the wider encouragement to adopt sustainable travel habits. Land use planning through reducing the need and distance travelled has a key role in achieving such aims and has seen the rebirth of many central areas and revitalised mixed use neighbourhoods.

2.7 As all lower level policy (i.e. regional/city) has to accord with national policy this has been reflected and translated into Regional Strategies and Local Transport Plans as explained below. This policy focus has given rise to a number of new policy approaches being adopted, particularly into congestion targeting measures. This is now being supported by new funding streams such as the Transport Innovation Fund (TIF) which is to become available from 2008 - 09, and is set to increase over time reaching £2.5bn by 2014/15.

2.8 Partly contrary to this trend as cited by the CfIT guidance has been the shift in Government support for Light Rail Schemes which have seen escalating costs and uncertainty over patronage and revenue support. This now leads to the need more

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than ever to ensure any proposal for significant investment in public transport is rigorously assessed and robustly analysed to ensure success.

REGIONAL

2.9 Changes to the planning system have led to a new approach and hierarchy of plans. The Regional Spatial Strategy (RSS) details the role and function of principal urban areas, supporting regional infrastructure, and a regional strengthening and interpretation of national policy for the period up to 2026. Through the process of formulating the RSS, Joint Study Areas (JSA’s) were identified and more detailed assessments commissioned to assess their capacity for sustainable growth. These are discussed below, but indicated a higher proportion of growth than originally envisaged could be supported by the Plymouth Urban Area. As such substantial population growth is predicted by 2026.

SUB REGIONAL/CITY

2.10 The Devon Structure Plan/Plymouth Local Plan together represents the existing planning framework for the Plymouth City Council Area. They contain policy goals and objectives in line with regional and national policy but also include several issues that should be considered in developing the HQPT network.

2.11 Within the Devon Structure Plan the key diagram details the proposed new public transport links connecting developments and Langage and Sherford to the city. The previous structure plan did also include proposals for a new station at but this is not within the current adopted plan.

2.12 Plymouth City Council’s Local Development Framework (LDF) will replace the city’s existing Local Plan and set the City’s planning strategy for the period up to 2016. Preparation and consultation on this key document is underway and Core Strategies have been published. The Core Strategy supports the development of the HQPT and need’s clear proposals to inform land use requirements and corridor reservations.

2.13 The Core Strategy diagram suggested a number of strategic public transport improvements and mass transit routes. These include: ♦ Strategic Public Transport Infrastructure Improvements − Sherford (A38 Deep Lane) − Union Street/Royal Parade − Marsh Mills/Coypool (A38/B3416) − Billacombe Road − Forder Valley (A38/B3413) − Drake Circus − Manadon (A386/A38) − Stonehouse Bridge − Derriford Roundabout, A386 − Elburton Road (A379) − George Junction (A386/B3432) ♦ Mass Transit Routes − A38 – Tamar Bridge to A386 − A386 – Road to Milehouse Rd − B3413 – Forder Valley Road and new link across to Derriford − Ernesettle Road/Northholt Avenue & Uxbridge Drive

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− Pemros Road/Wolseley Road/B3396 − A374 – Torpoint through City centre to Marsh Mills/A38 − A379 – Laira Bridge to Stanborough Road − B3416 – Plymouth Road(A38) to Deep Lane (A38) − New link through Sherford New Community 2.14 All of these have been taken into consideration in the development of the HQPT.

2.15 Supporting the LDF are Area Action Plans. These have been prepared in a prioritised order and to date include North (covering Plymstock Quarry and part of the Sherford New Community), Millbay & Stonehouse, Devonport, Derriford/Seaton & . Half of the new community at Sherford lies in the neighbouring authority of South Hams and is dealt with separately within their LDF.

Plymouth LTP2

2.16 Within the LTP is a number of key strategies that underpin the assumptions and funding assessments. The Strategy highlights the of key corridors and interchanges in meeting the 3 principal objectives of ♦ Increasing bus patronage by working towards a step change in the quality and organisation of Plymouth’s bus services ♦ Improving accessibility for all residents and visitors to the city by offering attractive high quality public transport options ♦ Reducing congestion, road casualties and air pollution by enabling and encouraging modal shift from the private car to the bus. 2.17 The Rail Strategy details the aspirations for the creation of a Community Rail Partnership to oversee the re-opening of the Drake Line north to Tavistock. This involves some work within the City that will enable 30 minute frequencies, as compared to the present day situation of approximately 90 minutes. This will support wider improvements within these rail corridors, which can be supported by the introduction of the HQPT.

2.18 It should be noted that at present timetable cutbacks are being proposed for several routes in the South West, which will weaken efforts to expand rail use in the Plymouth Urban Area, but strengthen the need to ensure an HQPT network is established.

The Plymouth Area Transport Study (PATS)

2.19 This document set out the proposed transport strategy for Plymouth up to 2026. The identified Issues and Opportunities led to a series of conclusions and proposals including: ♦ Plymouth is able to support substantial and sustainable population growth if it adopts a long term vision to provide realistic and viable transport modes ♦ A high quality mass transit network initially linking the city centre with new developments at Sherford, Langage and Derriford should be sequentially developed.

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♦ Future expansion of the HQPT network, into the wider urban area, accompanied with possible development into a Light Rail or similar high volume system at a later date. ♦ High quality accessible Interchanges should be created, linking with comprehensive cycle and pedestrian networks. ♦ Support will be given to community rail initiatives, specifically the reopening of the Drake Line to Tavistock and associated signalling/track upgrades through the city. South Hams & Caradon Plans

2.20 The proposed network crosses the Plymouth local authority boundary to the west and east (Caradon & South Hams).

2.21 South Hams have developed an Area Action Plan for the Sherford New Community, in co-operation with Plymouth CC. This incorporates measures to provide for a site at Deep Lane, a priority route for public transport and integrated cycle and pedestrian networks.

2.22 Within the Caradon Local Plan a proposal exists for a Park and Ride site near the A38/A388 junction in conjunction with a previous development proposal. However, Cornwall’s LTP has not included any specific proposal to take forward this work.

CONSULTANT STUDIES

Plymouth, SE Cornwall & SW Devon Sustainable Growth Study

2.23 The study by Baker Associates investigated the Plymouth sub-Region and its ability to accommodate sustainable population and employment growth, to provide input into the Regional Spatial Strategy. It highlighted the potential for the Northern and Eastern corridors to accommodate sustainable development, and hence these areas are of prime importance to be served by the HQPT.

Plymouth City Council Employment Land Review

2.24 Another recent report by Baker Associates reviewed supply against predicted demand for employment land within the urban area. A total of 36,700 new jobs will be created by 2026. The majority of the new sites will be in the city centre/waterfront, reinforcing the need for good access to these locations.

MacKay Vision

2.25 Undertaken in 2004, the MacKay Vision represents a bold new outlook for the city centre and its waterfront, as Plymouth seeks to transform itself into a 21st century European city. Key proposals in the central area include: ♦ Facilitating a 6m wide public transport strip down Armada Way ♦ Integrating the city centre and waterfront redevelopment areas ♦ Integrating the railway station with the northern edge of the city, and providing for efficient bus/rail interchange

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The Plymouth Mobi-hub Network Feasibility Project

2.26 A report in 2004 investigated areas across the city to identify ‘Mobi-Hubs’- locations to focus interchange and development. A Mobi-Hub is described as a “locally based travel terminal and service centre… conveniently located within every neighbourhood of the city”. The hubs then become the focus of any public transport network facilitating travel between the neighbourhoods and points beyond. Over 80 such locations were identified in the city based upon a range of neighbourhood services, opportunities for modal interchange, and employment opportunities.

Plymouth Eastern Gateway Vision

2.27 The study by Llewellyn Davies in 2004 highlighted the environmental blight of Street and Laira area of the city caused by high traffic volumes creating pollution and severance. Laira Bridge is a key gateway and potential bottleneck into Plymouth from the east, and the study investigated opportunities for improvements for residents, businesses through the better management of traffic. The study recommended a Do Minimum, Intermediate and Do Maximum option that included reorganisation of traffic through the area and the creation of new urban spaces to capitalise on the potential of the waterfront area. Significantly for this report a number of possibilities for prioritising public transport and improving access across the Plym River were proposed.

Plymouth Eastern Corridor Study

2.28 Building upon the groundwork of the Gateway study, this work is currently ongoing (February 2006). It is focussed on evaluating access to the city centre from the eastern growth corridor and particularly seeking ways to successfully manage the trips connected with the new development at Plymstock Quarry and Sherford New Community.

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3. Why a Strategic Network?

THE VISION FOR A PLYMOUTH STRATEGIC HQPT NETWORK

3.1 As outlined in the policy background, under the Regional Strategy Plymouth is earmarked for substantial urban growth. To facilitate and support this growth in a sustainable manner it is envisaged that a high quality public transport (HQPT) network will help to provide mode choice and promote sustainable travel patterns.

3.2 As stated the CfIT Affordable Mass Transit Guidance is being followed in this report and hence this section is divided into 4 headline parts: ♦ Problems ♦ Policy Objectives ♦ Contextual Factors ♦ Physical Opportunities and Constraints. 3.3 Each will now be discussed in turn in a broad context to help explain the stops and routes selected to form part of the HQPT network that are further detailed in section 4.

PROBLEMS

3.4 To ensure the sustainable future of Plymouth and the success of wider strategic policy objectives, the public transport network within Plymouth should: ♦ Rectify any current of future imbalance between supply and demand, ♦ Provide services where there is an absence of supply, ♦ Support wider attempts for regeneration and neighbourhood renewal. 3.5 The development of an HQPT network forms the core spine services which local routes can then feed and integrate with. It is not designed to replace existing bus services that fulfil long serving community needs but compliment them. The city of Plymouth has identified a continuing trend in falling public transport patronage which must be arrested for the future benefit of the city. By ensuring a targeted investment in bus priority and wide ranging supporting infrastructure (shelters, information, etc) reliable and attractive services can help stem and reverse this trend.

Integrating New Developments

3.6 Future development and expansion of the city needs to be supported and integrated within the existing system. Proposed development to the north and east of the city could easily become car dependant neighbourhoods and employment zones. The HQPT will minimise the chances of this happening, through providing wider and better travel choices.

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Social Inclusion

3.7 Within Plymouth, several wards, particularly in the south west inner city, have been identified as socially disadvantaged and unable to readily access a range of good employment opportunities. Through national programmes these are receiving support funding to aid their renewal and revitalisation and to tackle longer term social problems. The socio economic profile of these wards additionally highlights a number of factors that are inter-dependant, but further explain the need for good, reliable public transport. This includes low household car ownership, household income and educational attainment.

3.8 Good public transport helps to provide better access to education, employment and services outside the area in question. Conversely it helps to bring people in to these areas enabling the growth of local businesses and economic opportunities. Furthermore it re-enforces the work of such programs and ensures better value for Government funding. This is further discussed under Policy Objectives.

Severance

3.9 Several transport corridors within the city act as barriers and divide communities (including Billacombe Road and Exeter Rd.). The severance of these communities was specifically noted in the Eastern Gateway study, and the Eastern Corridor Study is continuing to take forward the study’s proposals to improve the local environment and quality of life. The division of such communities creates problems as identified within other work throughout the world including social problems, safety issues and declining local services. Lessening the impacts of traffic in these areas can help arrest the decline in local services, reduce road casualties and improve neighbourhood cohesion and property values.

Environmental

3.10 Environmental problems have been identified through the LTP2 program and have led to the designation of Air Quality Management Areas. These are parts of the city that experience high volumes of slow moving traffic which create concentrated pockets of pollution from traffic emissions. The promotion of HQPT through these areas will help to provide alternative forms of transport and reduce the car dependency which has led to this deterioration in the local environment.

3.11 Congestion delays and environmental quality can have wider economic impacts on the ability of Plymouth to attract and retain investment and business. The value of an attractive public transport system is well documented including within the MacKay Vision and is a necessary component in making Plymouth a vibrant European city.

POLICY OBJECTIVES

3.12 Several Policy Objectives were discussed in Section 2 - and above in existing problems. These are further outlined in the subsequent paragraphs.

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Environmental

3.13 Through the Local Transport Plan process, Air Quality Management Areas have been identified in Exeter Street and Mutley. This makes bus priority in these areas particularly important.

Regeneration & Renewal

3.14 Plymouth, in common with many large British cities, has several wards with high levels of deprivation. Based against national Indices of Deprivation Stonehouse, North Prospect, and Barne Barton are amongst the national top three per cent of most deprived wards and have recently been awarded funding from the Neighbourhood Renewal Fund. Elsewhere Devonport is receiving support and longer term funding to back regeneration efforts through the New Deal for Communities. These become priority areas for public transport access to minimise social exclusion and increase opportunities to access employment and services located throughout the city.

3.15 The changing patterns of employment, associated with Plymouth’s previous reliance on defence and associated heavy industry, provide opportunities for considerable brownfield redevelopment and neighbourhood renewal. In addition changes in planning practices have led to a review of neighbourhoods created in the post war era, and present new challenges and opportunities to improve the urban realm through rebuilding and intensifying the development density within the city centre and inner city fringe. These include Millbay, the Hoe, and the Barbican.

3.16 The redevelopment of the inner parts of the city will help to create sustainable travel patterns by both reducing the need to travel and ensuring shorter commuting distances that are more conducive to walking and cycling. These areas will also attract trips from areas outside of the city as differing housing mixtures, tenures and quality of life decisions shape where the future residents of Plymouth and its hinterland choose to live. It is therefore necessary to facilitate sustainable travel to these areas of future trip attraction.

Urban Expansion

3.17 Plymouth is identified as a Principal Urban Area (PUA) within the Regional Spatial Strategy, and has identified significant new areas for sustainable urban extensions. The most significant of these is the Sherford New Community to the east of the city that will include up to 5,500 new homes. Further development of the city will see in the region of 25,000 new residential properties built in the existing urban area.

3.18 Planning policy through all levels of Government promotes the need to ensure these are communities with a good mix of land uses, services and opportunities for sustainable travel. As such the provision of a good public transport service will aid these aspirations and allow sustainable trips to and from the new development zones.

Parking Strategy

3.19 Increased densities through brownfield redevelopment throughout the city will see tougher parking standards applied - and a greater need for good reliable public

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transport services to help meet the travel demand. This study does not address the wider parking strategy of the city, but merely passes comment that, as a package of measures, the stick of parking restraint needs the carrot of good public transport to meet these targets.

CONTEXTUAL FACTORS

3.20 Contextual factors relate to diverse issues beyond the traditional issues of supply and demand that can impact upon the use and success of public transport. These are discussed below.

Policy context

3.21 It has already been highlighted that the Government has been shifting the focus and emphasis for funding new Light schemes. The longer term goal for Plymouth is to facilitate the development of public transport corridors that can be adapted in the future for higher cost, fixed route options, as demand grows. New forms of public transport technology have been developed and evaluated in the UK, including . This approach to building in flexibility to the future system is to be retained so that, if future funding options emerge, these can be taken advantage of.

Competition

3.22 Within Plymouth there are currently two primary bus operators, First and Ciybus. The part ownership of by the Council offers good opportunities for close working between Council policy planners and operational management at Citybus. A working relationship also exists with FirstBus, with all partners are working towards increasing bus patronage within the city.

3.23 The use of the conventional rail network in Plymouth is concentrated to the west of the city. This offers a complimentary, rather than a competitive, service for a limited number of journeys. The development of the HQPT will help to strengthen the use of rail by providing better interchange opportunities, whilst other routes present new journey opportunities not possible due to the location of the fixed rail network.

3.24 Increasing cycling and walking is another element of a comprehensive transport strategy. The expansion of the new network again will compliment the wider attempts to ensure sustainable travel habits are established by the residents of Plymouth.

3.25 The biggest competitor to any public transport service is the private car. The routes developed are designed to meet and manage future demand and ensure ease of use, direct service and a comfortable journey. The development of Sherford, Langage, PIBP and Derriford has considered the needs of public transport as integral rather than an addition.

Public political acceptability

3.26 The preparation of the LDF has involved consultation with the public and stakeholders throughout the city region. The transport strategy was broadly supported and there is a political consensus to promote the role of a HQPT in integrating the future development of the city.

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Status of existing infrastructure

3.27 Recent investment in the city has seen a range of new investment in priority measures, bus lanes and waiting facilities. This includes over 500 bus shelters and 223 raised bus boarders, internet travel information, text service and real time passenger display and key stops.

3.28 The existing bus fleet is of a good standard with modern equipment including radio contact and electronic ticketing machines. Within the fleet there are 135 low floor buses. Currently 84% of services are classified as on time (1 minute early-5 minutes late.)

PHYSICAL OPPORTUNITIES AND CONSTRAINTS.

3.29 The natural geography of Plymouth is shaped by a number of rivers and their valleys. This has led to the development of residential estates designed around varied topography, with limited cross connections, poor through routes and steep roads. This might hinder the development of cycling within the city but does support public transport usage.

3.30 To connect areas of employment, education and services, this topography poses challenges in crossing valleys and providing direct through services. The HQPT needs to seize opportunities to provide such routes, to ensure public transport can gain a competitive advantage over the private car. The inclusion of dedicated new links is considered vital as part of the HQPT, with their use being only by sustainable modes, to minimise the environmental impacts on sensitive ecological areas and river/valley habitats.

Urban Consolidation and Expansion

3.31 As a Principal Urban Area (PUA) Plymouth is a focus of new residential growth and is predicted to see the completion of over 25,000 new homes in the next 20 years. Through capacity studies of the city in excess of 18,000 homes are expected to be built within the existing urban area, principally concentrated in the Waterfront Regeneration (3,600) whilst new areas for sustainable urban extensions will see substantial numbers of new residential properties built on the fringes of the existing urban area.

3.32 This new population will bring both opportunities and new demand for public transport services. In being pro-active to meet these needs, the HQPT is aiming to ensure that a wide range of sustainable travel opportunities are available - and to ensure the Quality of Life is not damaged for current residents, whilst protecting Plymouth’s varied and valuable environment.

Possible Technology

3.33 Within the CFiT guidance, the importance of segregation is a key factor. This includes making use of former rail corridors, straight clear road medians, tunnels or elevated sections. The importance of segregated routes is partly dependant upon the choice of technology to be used (ie , or light rail). There are several opportunities to use new routes including the disused rail corridor and new development zones within Sherford, through to opportunities to cross river corridors.

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This is a key consideration within the HQPT development and the possibility of a segregated route to ensure future adaptability has been included.

3.34 In considering the type of technology for future consideration of the HQPT, the table below presents some relevant points.

Mode Max % Trips Transfer % Trips Transfer Implementation Gradient from car from existing PT Timeframe Standard Bus* 13% 3-10% - Short Term Guided Bus 13% 3% 6% Short Term Guided Light Transit 13% Medium Term 12.5%-20% 48-69% /Light Rail 10% Medium Term

* Assumes in conjunction with bus lanes

3.35 In developing the HQPT, the attractiveness of a service for modal transfer indicates that Light Rail has the biggest harm on existing services, and the value of dedicated routes through the provision of bus lanes offers a good level of usage. When considering costs the recent report into Bus Rapid Transit vs Light Rail in Leeds indicated that Bus Rapid Transit offered a high level of patronage and cost/benefit ratio.

Mode BCR % of tram % of tram demand benefits Tram 2.4:1 100 100

BRT (treated in the same way 3.6:1 84.8 91.7 as tram)

BRT (treated as a sub mode Not comparable due 2.7:1 63.8 of bus to option tested

SUPPORTING DATA

Demand

3.36 To support a mass transport network, there are key components/contributory factors which will ensure sufficient patronage levels and future viability. These include socio economic, land use patterns and service quality. To maximise success, the HQPT is to serve areas with a high density of population, low car ownership and a mix of land uses and trip generators.

3.37 Census Analysis including car ownership, headline socio economic statistics, demographic profiling and commuting patterns all help in identifying areas suitable for the HQPT to serve. Appendix C includes a brief summary of the statistics, but by ranking each ward on the percentage number of potential transport users, the list below emerges.

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Table 3.1 – 2001 Census Data Analysis (Ward Ranking) No Car Wards Under 19 Over 65 Total Rank Hhold Ham 3 9 4 16 Honicknowle 5 6 6 17 St Budeaux 1 14 7 22 Devonport 4 18 2 24 St Peter and the Waterfront 20 4 1 25 Budshead 8 11 10 29 Eggbuckland 11 3 15 29 Efford and Lipson 6 17 8 31 Southway 7 13 11 31 Plympton Erle 9 7 16 32 Peverell 12 8 14 34

Plymstock Dunstone 14 2 18 34 Plymstock Radford 16 1 17 34 Drake 13 19 3 35

Moor View 10 15 13 38 Sutton and Mount Gould 17 16 5 38 Plympton St Mary 15 5 19 39 Less Likely Less Likely patronage .public transport More Likely Compton 18 10 12 40 Stoke 19 12 9 40 Plympton Chaddlewood 2 20 20 42

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3.38 to Work commuting patterns indicate the strong draw of the central area of Plymouth. Analysis undertaken by the City Council divided the city into 4 parts using the A38 and resulting in Plymouth North, South, Plympton and Plymstock. The table below portrays this information.

Table 3.2 – Broad Plymouth Area Commuting Patterns

From / To Plymouth S. Plymouth N. Plympton Plymstock Elsewhere Plymouth S. 63% 15% 3% 2% 17%

Plymouth N. 36% 42% 4% 2% 16% Plympton 32% 14% 28% 3% 24% Plymstock 37% 11% 4% 30% 17%

Public Transport Patronage

3.39 Atkins received patronage data from First Bus and Plymouth Citybus, in the form of weekly passengers by service. The First Bus data was for 6 weekly periods in 2005. An average weekly patronage level was calculated and used for this analysis. The Plymouth Citybus data covered the previous 6 years. An average of the 2005 weekly totals was used in this analysis, to ensure the most up-to-date data was used.

3.40 Each service route was analysed, with the principal roads on each route listed. This enabled a total weekly patronage by road to be calculated. This was used to provide an estimation of the most important routes in terms of patronage, which could guide the decision-making process for prioritising routes for upgrading.

3.41 The analysis relies upon data for full service routes. Consequently, it is not possible to tell where the people on each service alighted. The city centre is likely to provide the main focus for the bus network, and indeed the analysis confirms this. Nonetheless, the analysis probably overemphasises the importance of certain roads away from Plymouth City Centre. For services such as 7 and 7A, which pass through the city centre, it is impossible to tell which 'end' of the service provides the most patronage. However, it should be noted that improvements in priority at any point of a route will improve reliability for the whole route, and therefore make the service more attractive.

3.42 Furthermore, the patronage levels for First are generally higher than the levels for Plymouth Citybus. This may be due to different methods of collecting the data, or using data from different time periods. However, it is more likely to reflect the fact that First Bus are more likely only to put on services on the most profitable routes. The result of this is that the corridors which are served by First Bus are highlighted as being more important in terms of patronage in this analysis.

3.43 Notwithstanding these issues, the results of the analysis provide the following points of interest: ♦ The most heavily used section is Cobourg St - Charles St - Exeter St - Embankment Road and Laira Bridge Road.

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♦ Other important sections are: − Royal Parade - Union St - Park Avenue; − Wolseley Road North; − the section of Tavistock Road between Crownhill Road and Derriford ; − Drake Circus - North Hill - Mutley Plain; and − Alma Road. Rail Patronage

3.44 The Rail Strategy published in support of the LTP, details current rail passenger levels for the stations within the Plymouth area. The services offer a low service frequency and are constrained by existing signalling and track arrangements. The patronage table below shows that some stations have an extremely low footfall.

Table 3.3 – Approximate Annual Footfall, 2004

Station Passengers Per Annum Plymouth Rail Station 1,500,000 Devonport 18,500

Dockyard 4,000 Keyham 9,000 St Budeaux (Ferry Road) 1,000 St Budeaux (Victoria Road) 5,500

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4. Route Selection & Development

4.1 The previous section discussed the general theory of why and how a strategic HQPT network would aid sustainable urban growth within Plymouth, and referred to some of the key areas which would benefit through improved interconnectivity. In deciding the key strategic routes there is an element of interdependency between stop location and route selection. In some circumstances the choice of stop location has driven the route selection, in others it is the route on which stops have subsequently been proposed. In the main, it has been the stop location that has been determined first and hence this is the first to be discussed.

4.2 To represent the proposed HQPT, two versions of the routes/stops are included in Figures 1 and 2. The first portrays the routes as a stylised line map. This method helps to clearly demonstrate the individual lines and Interchanges. The second map details the routes geographically and demonstrates the coverage across the city and frequency of stops proposed.

4.3 It should be noted that this is the first stage in identifying the proposed HQPT network and it has not yet been subject to the more detailed qualitative assessment needed to financially substantiate the services. As such, it should be viewed as a qualitative assessment, based upon sound planning and transport policy principles, that can be used to aid further discussion and revision of the network.

THE STOPS

4.4 In determining the key locations to be served Appendix A provides a summary table assessment of the final selection including a description of each location, and role the stop would serve. This includes the categories below. Note several stops can be included in a number of fields (e.g. Derriford Hospital which is both health and employment). ♦ Residential – stop location that can serve a residential neighbourhood, either now or in the future ♦ Employment – location either within a dominant employment area e.g. business park, or close proximity of either a large employer e.g. the hospital, university or dockyard ♦ Retail – includes supermarkets, neighbourhood centres and out of town centres ♦ Education – includes secondary schools or higher level education ♦ Health – includes and main health centres ♦ Leisure / Tourism – includes sports & leisure facilities and tourist attractions ♦ Policy Priority – area identified within existing policy/strategy document e.g. regeneration areas, or Air Quality Management Areas ♦ New Development Zone – new residential or employment developments ♦ Modal/Service Interchange – includes Park & Ride, rail stations and crossover between proposed HQPT routes. 4.5 The stops chosen can be grouped into

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Principal Locations

4.6 These locations are the ones that are primary trip generators and are essential locations to be included on any HQPT network. This list includes ♦ Employment – Langage Business Park, PIBP, the Dockyard and the City centre ♦ Retail – includes the City Centre and neighbourhood centres such as Granby Way/Devonport ♦ Education – includes the University and Further Education Colleges ♦ Health – includes Derriford hospital ♦ Leisure / Tourism – includes Central Park (Life Centre), The Hoe and Barbican ♦ Policy Priority – includes Devonport, Stonehouse and Millbay for regeneration, Mutley/Prince Rock as AQMAs. ♦ New Development – includes Plymstock Quarry, Sherford New Community, Langage, and the Northern Corridor ♦ Modal Interchange – Plymouth Station, Plymouth City , St Budeaux and Park & Ride sites (George, Coypool, Sherford & Elburton). Secondary Locations

4.7 Many of these locations have been selected following the development of routes connecting the Principal locations. These build upon previous work into the potential location of Mobi-Hubs and the emerging LDF which will strengthen key local centres and integrate land use and transport policy. ♦ Employment – Longbridge Industrial Estate, Burrington Industrial Estate, Christian Mill, Crownhill ♦ Retail – Transit Way, Ridgeway, neighbourhood centres at Honicknowle, Whitleigh, Crownhill ♦ Education – Burrington (John Kitto College), Estover ♦ Policy Priority – North Prospect, Mount Wise. ♦ Service Interchange – Peverell, West Park, Tamar.

THE ROUTES

4.8 This stage of the process can be seen simplistically as joining the dots suggested above. Investment in bus priority to date has taken into account the need to choose suitable routing options. Appendix A details the roads used for each route, and as detailed in Figure 2. The routes are summarised as follows, and are named for ease of reference. 1 Central – City Centre to George Interchange 2 Devonport Circle – Saltash P+R to City Centre Circle (SW quadrant of city) 3 Forder Valley – Derriford via Hospital, PIBP, Marsh Mills, Langage, Sherford and City Centre 4 Honnicknowle – City Centre to Derriford Loop via Weston Park Rd, Honnicknowle & Whitleigh 5 Plym Circle – City Centre loop via Sherford and Plymton (East of city) 6 Tamar North – Saltash P+R north to the Derriford Loop

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7 City South – Short circular service south of city centre 8 Devonport North – Devonport to Derriford and Belliver 9 Derriford Express – Sherford North (P+R) to Derriford 10 Mannamead – City Centre to Derriford Loop via Mannamead 4.9 A number of the routes are currently used by Park & Ride services and additional benefits can be achieved by their use by a wider range of services proposed through the HQPT process. These include the Central route (1) along Tavistock Road towards the city centre using Outland Road and Alma Road. Other routes have to provide a balance between longer high speed connections like Park & Ride routes, whilst offering wider opportunities for interchange and neighbourhood connectivity. It should be noted that at peak times an independent express city service from the Park & Ride sites to the centre would best facilitate the commuter trips attracted from outside of the Plymouth Urban area but these should not detract from the meeting the needs of Plymouth’s own residents. It is the balance between offering directness and services for intermediate points that has been sought in developing the following routes.

4.10 The Devonport Circle (2) serves two prime roles. Firstly it connects the proposed Western Park & Ride site in Caradon District to the City Centre. It has been designed as a circular route so that a direct quick service can operate, whilst a more westerly route serving the Dockyard and south-west of the city helps improve accessibility to this part of the city. Stops on this route also provide opportunities to connect with rail services on the Tamar Valley Line.

4.11 The Forder Valley Route (3) is a long distance service connecting a varied range of employment opportunities in the north and east of the city. In the north the route connects the 4 primary attractors of Derriford Town Centre, the Airport, hospital and the PIBP. The HQPT proposes to make Derriford a hub of the network and end/start of many services. To facilitate these connections a loop connecting the four attractors previously mentioned it to be created, and is called the Derriford loop. Seven of the proposed routes use all or part of this loop.

4.12 From the Derriford Loop it connects through to Marsh Mills and onto Sherford through the construction of a new dedicated route in the Forder Valley. This helps to provide a new route and opportunity for public transport providing a time saving over the private car. Through Plympton the route offers connections to the quicker and more direct city service from Coypool, and east to the industrial and business parks at Langage. Along Elburton Road the service acts as the Park & Ride service from the A379 and connects via Plymstock and the new development at Plymstock Quarry to the city centre.

4.13 An alternative in the shorter term - or as a parallel secondary service - is to serve Thornbury, Estover and Leigham. This would improve accessibility and reduce car dependency for these residential areas, connecting them to employment opportunities to the east and north.

4.14 The Honnicknowle (4) route uses the existing heavily utilised routes along Weston Park Road to connect Honnicknowle and Whitleigh to the city centre. It provides a direct route to the city from these areas and includes connections for Burrington Industrial Estate/John Kitto Community College and the University and the Derriford loop.

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4.15 The Plym Circle (5) is the principal service that connects Plympton, Plymstock and Sherford to each other and the city centre. From Sherford the service provides a high speed link to the city or Langage. Efforts need to be made to ensure that the Park and Ride site is not used by employees of Langage and some form of service flexibility and innovation may be appropriate to prevent this. From Langage westwards the service helps connect through Plymstock and the Coypool Park and Ride to the city. From Sherford to the city the service will make good use of the proposed dedicated route following the disused rail line and ensure a high quality of public transport corridor with good priority for public transport.

4.16 Tamar North (6) provides a connection from the western Park and Ride site to the northern corridor and Derriford loop, serving West Park, Transit Way and Crownhill along the way. It has an alternative routing to that proposed in the LDF Preferred Options document, as explained below, using Crownhill Road rather than the A38 to provide wider opportunities for other journeys and the ability of Crownhill Road to facilitate bus priority measures.

4.17 City South (7) is a hybrid route which has developed to serve the particular geography and challenges surrounding the waterfront redevelopment area. It will provide good opportunities for tourism and leisure connection whilst providing short connections into the city for onward interchange. This route is unusual in comparison with the other proposed HQPT routes in that it is quite short in nature and has stops close together. It could be incorporated into the Devonport Circle, rather than using Union Street.

4.18 Devonport North (8) is an enhancement of an existing route from Devonport to Derriford. This has been expanded to include connections to the George Interchange, Woolwell and Belliver to improve the service to the far north of the city and the currently remote poorly served industrial estate.

4.19 Derriford Express (9) is a dedicated service between the Sherford North Park & Ride, the Plymouth International Business Park (PIBP) and new Derriford town centre. This will make use of the Forder Valley dedicated public transport link and help remove pressure from Manadon interchange as trips originating from points east seek to access the northern corridor.

4.20 The Mannamead Route (10) uses the existing high volume public transport routes along Mannamead Road and Budshead Road to connect through to the proposed Derriford town centre and Derriford loop. This route helps to compliment the Mutley Plain AQMA and the strengthening of Southway centre.

4.21 Within the city centre the MacKay Vision proposed that public transport should access the heart of the city and use Armada Way. This report supports that view and proposes Royal Parade and Armada Way as being the core central interchanges.

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COMPARISON WITH PAST PROPOSALS

Stops

4.22 In comparison to the original Mass Transit network contained with the Transport LDF Strategy document, there has been a substantial evolution. This development has created a series of routes from which other service changes can be made. It has an increased number of stops (44 compared to 34), with 3 stops no longer included, and 10 new locations proposed. Two of these are outside Plymouth located in Saltash, while others are a result of route intensification in Plymouth and to improve route interchange.

4.23 The 3 stops no longer included are the Barbican Leisure, Laira and Ernesettle Green. Laira is on two proposed routes but has not been included as this is a dedicated Park & Ride route. It is possible that this may be added to interconnect with local services to provide access from Efford/Compton to eastern parts of the city.

4.24 The two key hubs of the network are Derriford Town Centre (and the Derriford loop) and the City Centre. The network proposes that a major point of interchange in the new town centre will see several of the services intersecting, and provide a hub to connect with local services. By making the new town centre a hub this will create and reinforce a strong destination which can support activities throughout the day and into the evening. This will include leisure, retail and employment.

Routes

4.25 The Core Strategy LDF Diagram proposed a number of Mass Transit Routes. These are now discussed as to why they have been supported or otherwise. ♦ A38 – Tamar Bridge to A386. It is proposed to use Crownhill Road as an alternative to the A38 to better serve residential areas and avoid Manadon Interchange. Crownhill Road has good existing width and can readily be altered to accommodate a dedicated . Hence the alteration proposed to this transit route. ♦ A386 – Tavistock Road to Milehouse Rd. This is supported to continue to make the best use of existing investment and a direct route for the George Park and Ride service. One alteration is to suggest a route through the airport (as per the Area Action Plan) and through the Derriford Hospital Grounds and through to the PIBP. This will negate the need for any service to enter and leave the A38 and ensure easier prioritisation for public transport. ♦ B3413 – Forder Valley Road and new link across to Derriford. This is supported and to be used by the PIBP Express and Forder Valley Routes. ♦ Ernesettle Road/Northholt Avenue & Uxbridge Drive – it at this time has not been proposed to include this section as part of the HQPT. The nature of many residential estates in Plymouth makes them a direct destination which can continue to be served by local routes connecting with through HQPT routes. An alternative is discussed below if further investigation or changes in land use/density suggest a dedicated service was warranted. ♦ Pemros Road/Wolseley Road/B3396. This is supported and will be used by the Devonport Circle.

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♦ A374 – Torpoint Ferry through City centre to Marsh Mills/A38. This is a continuation of the Devonport Circle and is supported. ♦ A379 – Laira Bridge/Billacombe Road to Elburton Road/Stanborough Road. This route has two possible alternatives. The creation of a dedicated route north of the Elburton and Billacombe Road may stretch the opportunity to fund two routes in such close proximity, and hence the proposed HQPT suggests a more southerly route connecting via Plymstock centre (Broadway) using Stanborough Road and Pomphlett Road. ♦ B3416 – Plymouth Road (A38) to Deep Lane (A38). This is included as part of the Plym Circle and Forder Valley Routes. ♦ New link through Sherford New Community. This is supported and included as the Plym Circle route.

OTHER ALTERNATIVES

4.26 Geographically the proposed network gives good coverage of the city, except for Ernesettle and Eggbuckland/Compton and Efford. As discussed above Ernesettle is currently served by a good service via St Budeaux. This service should be retained, and benefit from the wider investment along Wolsely Road. As an alternative the Devonport Circle could be split into two routes, one being the Saltash Park & Ride direct to the City, the other being Ernesettle to the city via Devonport with opportunities for interchange at St Budeaux.

4.27 Eggbuckland/Efford/Compton could be included as a further route perhaps as an alternative route from the city centre and onto Derriford via the Forder Valley Link. This needs to be the subject of future review by Plymouth City Council in partnership with relevant stakeholders.

4.28 There is potential to route the Devonport Circle via Kings Road and serve Plymouth College. It was felt at this time the wider regeneration efforts and opportunities in Mount Wise would be better served and offer greater support to a service than the College alone.

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5. Delivering a Network

5.1 This report has outlined a vision for furthering the operation, role and place of pubic transport in the Plymouth Urban Area. It has identified the principles behind a core network but these are only the first steps of a longer process.

JUNCTION IMPROVEMENTS

5.2 Key pinch points on the network hinder the ability of public transport to compete with the car as congestion is not discretionary. It will be necessary to ensure opportunities are created at key locations to give public transport an advantage and bypass or advance through queued traffic.

5.3 The LDF core strategy lists a number of junctions for strategic public transport infrastructure improvements. Each of these are discussed in the context of the proposed HQPT. ♦ Sherford (A38 Deep Lane). This junction is to be improved in conjunction with the Highways Agency and will incorporate public transport priority to link Sherford across to Langage. The design of this is junction has yet to be finalised. ♦ Marsh Mills/Coypool (A38/B3416). This junction is critical to accessing the Coypool Park & Ride and for service from Plympton. Several existing measures are incorporated to improve egress from the Park and Ride site, but entering from the south does involve the negotiation of the large junction that suffers peak hour congestion. ♦ Forder Valley (A38/B3413). As part of the HQPT the new Forder Valley Link would exit at this junction. An alternative could be to use Longbridge Road and hence avoid this location and necessitate an alternative form of bus priority and enhancement. ♦ Manadon (A386/A38)- there is only one proposed route using the junction ♦ Derriford Roundabout, A386. The HQPT as proposed, seeks to avoid this junction by building a parallel dedicated link. ♦ George Junction (A386/B3432). This junction has recently been reconstructed to facilitate the new Park & Ride site and is unlikely to need further enhancement. ♦ Union Street/Royal Parade. This route is the western gateway to the city centre and is currently a signalised roundabout. The HQPT proposes this as a route on the City South and Devonport Circular routes. It will be necessary to consider priority measures to ensure minimal delays to these services. ♦ Billacombe Road. The HQPT proposes to make use of parallel routes at this junction ♦ Drake Circus. This will be a critical junction where 7 routes join to access the central area and Armada Way. The MacKay Vision included alterations to improve the junction with priority for pedestrians and public transport. ♦ Stonehouse Roundabout. This roundabout will be placed under increased pressure with the redevelopment and intensification of development within

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Millbay and Stonehouse. As previously stated, any design for junction enhancement should consider the routing of public transport through that junction.

INFRASTRUCTURE

5.4 The proposed HQPT network seeks to make best use of existing highway infrastructure coupled with new critical links on key parts of the network. New major links proposed include:

Forder Valley-

5.5 This is a new dedicated public transport link through the Forder Valley from the existing Forder Valley Road to the PIBP and Derriford. This route offers great potential to provide public transport benefit over the private car but will be costly and pose several engineering challenges. It is an environmentally sensitive area that will need to be the subject of further rigorous examination and study.

Laira Bridge

5.6 As part of the Eastern Gateway and Eastern Corridor Studies the role and capacity of Laira Bridge is a big determinant on the successful development of routes to the east and through Plymstock. The range of options included higher and lower cost options, but it is desirable to ensure action is taken.

5.7 Depending on the engineering detail it is desirable to see a dedicated lane built, most likely facilitated through the construction of a parallel pedestrian and cycle bridge. Within the LTP (2006-11) bus priority measures across the bridge are identified.

Sherford Dedicated Link

5.8 This proposal is connected with the ongoing work in the Eastern Corridor study and development at Sherford and Plymstock Quarry, making use of the disused rail line north of Elburton Road/Billacombe Road. Costs associated with the development of this route would be connected directly to the phasing and agreements reached with all parties concerned as to the extent and nature of planning mitigation for the new community.

Derriford Dedicated Link

5.9 It is proposed that to limit the number of junctions that services would need to pass through, it is envisaged that a dedicated public transport link parallel to Tavistock Road could be built to connect the hospital and adjacent business parks. This would need further environmental investigation to determine the impact upon the Forder Valley and be reliant upon land being dedicated by the hospital and other landowners. This issue may be connected with the evolution of any Derriford Town Centre.

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Airport Dedicated Link

5.10 This proposal is dependant upon the future role and arrangements at Plymouth City Airport. Changes may result in the removal of the minor runway, providing an opportunity to cross this site as an integral part of the redevelopment avoiding the busy Derriford roundabout. Alternatively a tunnel under the runway from Plymbridge Road to Plymbridge Lane may offer an alternative but more expensive option to using the existing Tavistock Road.

Christian Mill

5.11 To avoid the busy interchange at Crownhill an alternative route involves the construction of a new link between Budshead Road and Tavistock Road, servicing Derriford Town Centre. This link will facilitate direct services through the proposed Town Centre and re-affirm this as a key hub. Alternate routing along the A38 may be possible, whilst similarly a single lane tunnel under Tavistock Road between the PIBP and Town Centre may aid the crossing of this potential barrier to Public transport growth.

INCORPORATION INTO THE LDF

5.12 To facilitate the future successful development of the proposed network it will be necessary and prudent to ensure key corridor reservations.

5.13 Five new links are proposed across virgin transport routes. This will require the proposals map to show a corridor of reservation, and affected land owners notified of the Council’s intent. Detailed issues such as identifying landowners and the ability/implications on delivery of the HQPT are outside the scope of this study.

5.14 The construction of interchanges is focussed on key locations. The majority of the other stops are enhancements of existing facilities and should be constructed within the existing highway boundary with little or minor impact on adjoining lands. The key interchanges identified for incorporation into the LDF are: ♦ Derriford – proposed in conjunction with aspirations for new town centre ♦ City Centre – a new hub needs to be created to allow interchange of services. The MacKay Vision proposed using a 6m strip down Armada Way which to facilitate the efficient use of space and pedestrian safety is proposed to be one way. The proposed relocation of the is an issue that has not been examined in this study, but the HQPT needs to link efficiently to any chosen site. ♦ Rail Station – the topography and differences in levels around the railway station pose several challenges to any redesign to improve the interchange and amenity of its location. The MacKay Vision provides a good starting point, but the number of partners and construction timeframes will require a considered approach to this ambitious redesign. The LDF should show this intention within the core proposals diagram. 5.15 In addition the proposals for Langage, Sherford North and the Western Park and Ride fall outside the planning control of Plymouth City Council and should be taken forward in conjunction with the neighbouring planning authorities.

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♦ North Sherford – this is an important Park & Ride hub, which will integrate with other localised services around Plymouth. The construction of this site will occur early in conjunction with Sherford New Community. ♦ Western Park & Ride – as above the need for a western park and ride site will help to complete the ring around Plymouth and relieve the capacity issues that are expected on the Tamar Bridge after 2010. The reservation of a location for this needs to be a priority for Caradon.

PHASING AND CONSTRUCTION TIMETABLE

5.16 The proposed network as outlined involves the co-ordination of several external parties to deliver the necessary and timely construction of infrastructure. LTP2 (2006- 2011) includes a number of schemes for construction within the next 5 year and details a progress table of the development of the HQPT till 2026. Table 2.3 of the LTP ‘Sequential development of the High Quality Public Transport network’ is replicated below.

5.17 To determine the priority of route opening, services akin to present demands are an obvious and necessary starting point. This would include Park and Ride routes from Coypool (Plym Circle/Forder Valley) and The George.

5.18 Work can be undertaken and is recommended along Embankment Road and plans advanced for the rationalisation of traffic through the St Judes/Prince Rock area. This route could be launched linking Langage through Plympton to the City expanding the existing accessibility of Plympton and relieving the congested Park & Ride of local trip.

5.19 The Sherford routes will be inter-related with the construction phasing of the wider development. The initial phasing of housing is expected to start commencement within the next 5 years and it is the aspiration to see suitable public transport in place at the inception of residential occupation to install sustainable travel habits early. New approaches to funding works arising from developments including Planning Gain Supplement (PGS) can help fund such works, in conjunction with traditional development funding methods.

5.20 The construction of improved interchanges is a priority at those locations highlighted previously- Derriford, PIBP, Rail Station and City Centre. The proposals for the city centre have the largest impact upon the existing streetscape, and will require the longest planning phase and consultation. Similarly the Rail Station involves the co- ordination between a number of partners and technical challenges and hence will most likely occur in the medium terms. An estimated timeframe of highlighted critical infrastructure is provided in Table 5.2 on 5 year windows in accordance with the proposed strategy documents. This is based on expected start of construction, but highlights that the network will need to be substantially in place by 2016.

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Table 5.1 – LTP (2006-2011) Sequential development of the HQPT network

Proposed Public Transport Development Funding

Source

Northern Corridor Network Development: ♦ Park and Ride Route 1 (George Junction P&R – Milehouse P&R – City A386 Major Centre) opened 2006 Public ♦ Establishment of Derriford Hospital Passenger Transport Interchange Transport Scheme ♦ High quality buses on routes from George Junction Park and Ride and Derriford Hospital Passenger Transport Interchange LTP Integrated ♦ Bus priority measures on Northern Corridor (Mannamead Road / Mutley Transport AQMA) package ♦ Intelligent Transport Systems ♦ RPTI ♦ Increase frequency and vehicle quality from Southway AAP Developments Eastern Corridor Strategic Transport Improvements: ♦ Access from A38 to Park and Ride and bus interchange

♦ Construction of Park and Ride and bus Interchange New Major ♦ Park and Ride Line 2: New 5 minute bus service from Park and Scheme Bid for Ride site through Sherford and serving Plymstock Quarry delivery by − Bus priority on existing A379 2011 − Bus priority at 6 junctions on A379 − Bus priority across existing Laira Bridge & Embankment Rd ♦ Park and Ride Line 3: Bus service from Park and Ride site to Plymouth International Business Park and Derriford Hospital 2006-2011 (Short Term) Term) (Short 2006-2011 Western Corridor Development: Section 106 developer ♦ Increase frequency and introduce low floor buses on links between City contributions Centre, Millbay, Stonehouse and Devonport with extensions to PIBP and Tamar Bridge Derriford via Milehouse and Torpoint ♦ Investigation of Park and Ride site west of Tamar Bridge adjacent Ferry Joint to the A38. Committee Citywide Development: ♦ Establish a Quality Bus Partnership Second LTP ♦ Agreement structured towards patronage growth and quantifiable output Integrated targets Transport Package 2006- ♦ Bus route audit and rationalisation 2011 ♦ Upgrade of all remaining bus stops with printed timetables, and flags incorporating stop names and SMS stop references ♦ Introduction of smart cards ♦ Study into feasibility, viability and potential routing in order to secure land requirements to support HQPT

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Proposed Public Transport Development Funding

Source Eastern Corridor: ♦ Implementation of eastern corridor Bus Rapid Transit (BRT) using disused rail alignments between Sherford and Laira Bridge ♦ Complete bus based HQPT link between Sherford / Langage and Derriford / Airport using Forder Valley Link– Park and Ride Line 3

Western Corridor: Major Scheme ♦ Implement western corridor bus based HQPT route from Park and Ride funded through RFA & TIF 2011-2016 (Medium 2011-2016 Term) site west of Tamar Bridge Park and Ride Line 4 Citywide Network: TIF ♦ Consolidate and complete bus based HQPT and expand to serve travel to work area ♦ Dependant on patronage, population growth and new technology consider

2016-2026 2016-2026 Term) (Long upgrading the HQPT network to LRT or similar

Table 5.2 – Expected Construction Phasing of Key Infrastructure/Hubs

Item 2006-2011 2011-2016 2016-2026 Links:

Forder Valley z

Airport z

Laira Bridge z

Sherford z

Christian Mill z Interchanges: Rail Station z

Derriford Town Centre z

City Centre z

Sherford North z

Western Park & Ride z

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6. Next Steps & Continuing Development

6.1 Many of the proposals raised within this study raise further questions and the need for continuing work to identify the scope and detail that would be needed.

PROCESS OF RSS AND LDF

6.2 The HQPT detailed within this report is now to be the subject of further consultation with Plymouth City Council, neighbouring authorities and stakeholders including rail and bus companies. The LDF will now in accordance with the published timetable progress to Examination and Adoption during 2006.

6.3 Subsequently Area Action Plans will further detail the requirements for developers and ensure a framework to judge planning applications. This will include the need to provide quality waiting environments, priority for public transport and the necessary restraints on parking supply.

6.4 Concurrent to the progress of the LDF, the draft RSS will be submitted to Government at the end of March 2006 following on from which Government will then carry out a formal public consultation, culminating in a public examination, before approving the final version of the RSS. This is expected to incorporate the findings of the Joint Study Area reports and support Plymouth City Council’s desire to increase the quantity of residential units, employment land and associated development that the city will facilitate.

6.5 A further matter that the Council must consider is the method to fund public transport measures including Section 106 (planning) and Section 278 (highway) conditions, Planning Gain Supplement.

FURTHER STUDIES AND NEED FOR SUPPORTING RESEARCH

6.6 This report has set out a preliminary HQPT to facilitate further discussion and evolution through the LDF consultation process. The study brief requested a number of components to be within this report, all of which it has been felt could not be achieved in the timeframe and without more detailed study. This includes: ♦ Indicative construction costs (but not revenue income) – to an agreed order of magnitude – based on specified national baseline data. ♦ Significant risks and constraints on each section of the networks 6.7 Before providing indicative costing it will be necessary to identify the support for the HQPT as developed, and to deliberate the form of technology upon which it’s operation will be based. The generic costing included within the previous section showed that a range of options could be considered, and that the schemes will be dependent upon the final funding mechanism’s identified in so far as land costs, development contributions or new forms of Planning Gain Supplement.

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Scheme Identification

6.8 This report has followed the guidance provided within the CfIT report for Affordable Mass Transit and represents a Qualitative Assessment of options. The next stages of work will see the need to refine the proposals to form a Quantitative assessment, and subsequent Ranking/Short listing of Preferred Options. This will result in an Technology Option Appraisal Summary Table (TOAST) which should include an assessment of viable options: ♦ Standard Buses with Bus Lanes ♦ Guided Bus ♦ Guided Light Rail or Light Rail 6.9 The proposed HQPT can be prioritised into those routes with the ability to become predominantly segregated with the potential for Guided Bus/Light Rail, and those who will be predominantly bus based services. This will be in accordance with the priorities of Plymouth City Council and the LTP, the identified demand and need to service primary development areas (Eastern and Northern Corridors). Potential for Guided Bus Routes 1 Central – City Centre to George Interchange 3 Forder Valley (partly) – Derriford via Hospital, PIBP, Marsh Mills, Langage, Sherford and City Centre 5 Plym Circle – City Centre loop via Sherford and Plymton (East of city) Traditional Bus Based Services 2 Devonport Circle – Saltash P+R to City Centre Circle (SW quadrant of city) 4 Honnicknowle – City Centre to Derriford Loop via Weston Park Rd, Honnicknowle & Whitleigh 6 Tamar North – Saltash P+R north to the Derriford Loop 7 City South – Short circular service south of city centre 8 Devonport North – Devonport to Derriford and Belliver 9 Derriford Express – Sherford North (P+R) to Derriford 10 Mannamead – City Centre to Derriford Loop via Mannamead 6.10 When considering the options within this way it suggests that Guided Bus could offer a good solution for Plymouth in the future to take account into segregated routes (Langage-City Centre, Forder Valley/PIBP) whilst operating on road through constrained areas. This is a matter for further development but is raised at this time to start the process of discussion over what options may be suitable for Plymouth.

27 A386 Belliver Woolwell

George Southway Interchange

Airport &

P Figure 1 - Looseleigh Derriford Marjons Ó Cross Hospital

Whitleigh Derriford Green Christian Mill PIBP A386

DO NOT SCALE DO NOT Western P+R Saltash Tamar West Park Transit Way

A38 Crownhill Marsh

50 Saltash Honicknowle Mills Plympton Green Long- Langage Peverell bridge St Budeaux St (Victoria Rd/Ferry Rd)Budeaux Ridgeway Burrington Chaddlewood

Central Park Mannamead Sherford 10 HMS North A38 Drake Keyham North 0 Prospect 1 Central – City Centre to George Interchange Dockyard 2 Devonport Circle – Saltash P+R to City Centre Circle Mutley A3 (SW quadrant of city) Plymouth St Levan Sherford 3 Forder Valley – Derriford via Hospital, PIBP, Marsh Mills, Devonport Langage, Sherford and City Centre Gate Rail Station 4 Honnicknowle – City Centre to Derriford Loop via University Weston Park Rd, Honnicknowle & Whitleigh Torpoint Prince Rock 5 Plym Circle – City Centre loop via Sherford and Plymton Stonehouse Elburton (East of city) A379 6 Tamar North – Saltash P+R north to the Derriford Loop City Plymstock Devonport Mount Plymstock 7 City South – Short circular service south of city centre Centre Quarry (Granby Way) Wise The 8 Devonport North – Devonport to Derriford and Belliver Hoe Barbican D 9 Derriford Express – Sherford North (P+R) to Derriford Millbay 10 Mannamead – City Centre to Derriford Loop via Mannamead Continent

HQPT Route HQPT Stop Plymouth City Council Strategic Road Strategic Diagram Continent Ferry Connection Rail Line Atkins Consultants Limited Ó Plymouth City Airport NTS Rail Station High Quality Public Transport (HQPT) 03/06 03/06 00/00/00 Rail Freight Interchange Strategic Network Park & Ride Site PFigure 1-

PLYMOUTH STRATEGIC TRANSPORT NETWORK

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APPENDIX A

Proposed Route Descriptions

30 PLYMOUTH STRATEGIC TRANSPORT NETWORK

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Plymouth Strategic Transport Network – Proposed Routing

1 Central – City Centre to Southway 2 Devonport Circle – Saltash P+R to City Centre Circle (SW quadrant of city) 3 Forder Valley – Derriford via Hospital, PIBP, Marsh Mills, Langage, Sherford and City Centre 4 Honnicknowle – City Centre to Derriford Loop via Weston Park Rd, Honnicknowle & Whitleigh 5 Plym Circle – City Centre loop via Sherford and Plymton (East of city) 6 Tamar North – Saltash P+R north to the Derriford Loop 7 City South – Short circular service south of city centre 8 Devonport North – Devonport to Derriford and Belliver 9 Derriford Express – Sherford North (P+R) to Derriford 10 Mannamead – City Centre to Derriford Loop via Mannamead

1 Central – City Centre to George Interchange Starting at Armada Way (City Centre), through North Cross and the redesigned (Railway Interchange), Pennyconequick and Alma Road. Right onto Outland Road to connect with (Central Park), the Milehouse P+R and proposed Life Centre. North to (Peverell), Tavistock Road and Crownhill Interchange (Crownhill). North west along Budshead Road (Christian Mill ) cutting across to Derriford Town Centre. Back north along Tavistock Road connecting with the airport and St Marks & St John’s College (Airport/ Marjons) before reaching (George Interchange) and (Southway).

2 Devonport Circle - Saltash P+R to City Centre Circle (SW quadrant of city) Starting at Armada Way heading west onto Union Street and towards (Stonehouse), Durnford Street, left onto Stonehouse Bridge, (Mount Wise) route through Granby Way to serve Marlborough Street shops (Devonport), New Passage Hill, right onto Ferry Road and left back to Park Avenue. Left onto Albert Street following round to Keyham Road, (Dockyard), Saltash Road (Keyham), before turning onto Wolseley Road. Pemros Road to (Tamar), and the A38 junction. Here join the A38 and cross the Tamar Bridge. Route to be determined in conjunction with Carradon Council but propose stops in Saltash Main Street and proposed western P+R

3 Forder Valley – Derriford via Hospital, PIBP, Marsh Mills, Langage, Sherford and City Centre Starting at (Derriford) and north east crossing the A386 to (Airport/Marjons) & (Derriford Hospital). South through link to (PIBP) and proposed Forder Valley Link Road. Joining Forder Valley Road turning left onto Longbridge Road and the Marsh Mills Retail Park (Longbridge), reopen road closure (Longbridge Close) past Novotel, onto Plymouth Road, or investigate new access across creek to (Marsh Mills). Following the same alignment as the Plym Circle, Plymouth Road, Ridgeway, (Ridgeway),Station Road1, Glen Road (Chaddlewood), Holland Road (Langage), route through Energy Park to be determined in conjunction with South Hams, based upon any Masterplan, but look to connect through avoiding Sandy Road, Deep Lane Junction and Park & Ride site (Sherford North), through new development spine road to (Sherford), (Elburton). East towards the city along and , Elburton Road, Stanborough Road, Horn Cross Road (Plymstock), Pomphlett Road, (Plymstock Quarry), Billacombe Road. Laira Bridge Road, (Prince Rock), Exeter Street, Royal Parade, Armada Way, (City Centre)

4 Honnicknowle – City Centre to Derriford Loop via Weston Park Rd, Honnicknowle & Whitleigh. Starting at Derriford Town Centre, completing a loop to include (PIBP), (Hospital) and (Airport/Marjons). across to (Christian Mills), right into Budshead Road (Whitleigh Green), through Ringmore Way (West Park) joining Crownhill Road. Along through to Honnicknowle Green (Honicknowle)and Honnicknowle Lane through to the Community College and Business parks (Burrington). Through Ham Drive and north up Outland Road (Penny Cross) turning and across into

1 Routing subject to change dependent on identifying any future station location as per Structure Plan

31 PLYMOUTH STRATEGIC TRANSPORT NETWORK

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Weston Park Road. Joining Mannamead Road heading towards the city centre, through Mutley Plain (Mutley), North Hill and Drake Circus (University) meeting Armada Way (City Centre).

5 Plym Circle – City Centre loop via Sherford and Plymton (East of city) Armada Way (City Centre), Royal Parade, Exeter Street, Embankment Road, Plymouth Road, Coypool Road , (Marsh Mills), back into Plymouth Road, Ridgeway, (Ridgeway),Station Road2, Glen Road (Chaddlewood), Holland Road (Langage), route through Energy Park to be determined in conjunction with South Hams, based upon any Masterplan, but look to connect through avoiding Sandy Road, Deep Lane Junction and Park & Ride site (Sherford North), through new development spine road to (Sherford). Express towards the City centre using a dedicated route along the disused rail corridor to (Plymstock Quarry), Billacombe Road. Laira Bridge Road, (Prince Rock), Exeter Street, Royal Parade, Armada Way, (City Centre)

6 Tamar North – Saltash P+R north to the Derriford Loop Starting at the proposed Western P+R site (Western P+R) (yet to confirm with Carradon/Cornwall) east through Saltash (Saltash) and across the Tamar Bridge. (Tamar). East along the A38 Parkway turning off at St Budeaux interchange and joining Crownhill Road (West Park) & (Transit Way) and through Crownhill shops (Crownhill). Then follow the Central route via Christian Mill, across to Derriford and Derriford loop (PIBP), (Derriford Hospital), (Airport/ Marjons).

7 City South – Short circular service south of city centre Short loop south of the city centre serving tourist and redevelopment areas. From the Rail Station, head east along North Road East, turning south along North Hill (University) and Drake Circus, Charles Street, and Exeter Street. Around Sutton Harbour via Breton Drive, and Vauxhall Street (Barbican). Hoe Approach, Hoe Road (Hoe) Grand Parade, Great Western Road, West Hoe Road into Millbay Road (Millbay), Caroline Place into Barrack Place (Stonehouse), Durnford Street, and return towards the city centre along Union Street. 8 Devonport North – Devonport to Derriford and Belliver Starting at Granby Way (Devonport), Park Avenue, Albert Road, Devonport Road, Milehose Road and onto Outland Road (Central Park). Continuing north (Peverell) and Tavistock Road (Crownhill), following the route towards Budshead Road, (Christian Mill) and across to Derriford Town Centre. Across to (PIBP), (Derriford Hospital) and (Airport/Marjons). Calling at the (George) Interchange continuing north to call at (Roborough) Tesco’s and finishing in the (Belliver) Industrial Estate. 9 Derriford Express – Sherford North (P+R) to PIBP From (Sherford North) express along the A38 between Deep Lane and Forder Valley Road. Using the new link to (PIBP) and finishing at (Derriford) Town Centre. 10 Mannamead – City Centre to Derriford via Mannamead Starting at with the Derriford Loop (Derriford, PIBP, Derriford Hospital & Airport/Marjons), south towards the city centre via (Christian Mills). Left into Budshead Road onto (Crownhill) and south through interchange and joining Mannamead Road (Mannamead)heading towards the city centre along , Mutley Plain (Mutley), North Hill and Drake Circus (University) meeting Armada Way (City Centre).

2 Routing subject to change dependent on identifying any future station location as per Structure Plan

32 PLYMOUTH STRATEGIC TRANSPORT NETWORK

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APPENDIX B

Proposed Stop Descriptions

33

3 e g ment p Mobi-Hub Ref Residential Employment Retail Education Health Leisure / Tourism Policy Priority Modal/Service Interchan Name Location/Serves Route New Develo Airport/ Marjons Terminal zzzzzz 10 9 9 9 9 9 Belliver Belliver Way z Burrington Burrington Indus Estate, John Kito Community College z 9 9 9 9 Central Park Milehouse P+R, Plymouth Arygle, Mayflower Sports Centre zzz 36 9 9 9 9 9 9 Chaddlewood Glen Road zz 50 9 9 Christian Mill Budshead Road zzzzzz 9 9 9 City Centre Armada Way – as per MacKay Vision zzzzzzz 9 9 9 9 9 9 Crownhill Meary Way/Budshead Road zzzz 21-2 9 9 9 9 New town centre (west of Tavistock Road, south of Derriford 9 9 9 9 9 9 Looseleigh Lane) zzzzzzz Derriford Hospital Hospital Grounds zzzzz 15 9 9 9 Devonport Granby Way - Marlborough Street and Torpoint Ferry zz 61 9 9 9 9 9 Dockyard Keyham Rd / St Levan Rd – Plymouth F.E. College & station z 33/34 9 9 9 9 Elburton A379 P+R & Residential z 75 9 George Interchange A386 Tavistock Road P+R site zz 8 9 Hoe Citadel Road – The Dome, citadel and foreshore z 9 9 9 Honicknowle Honnicknowle Green Shops z 9 9 Keyham Saltash Road – HMS Drake & Keyham station z 9 9 9 Langage Energy Park – to be determined zz 9 9 9 Longbridge Marsh Mills Retail Pk/Parkway Industrial Estate z 9 9 9 Looseleigh Cross Tamerton Foliet Road/Looseleigh Lane z 9 Mannamead Mannamead Road z 38 9 9

3 This can include regeneration priorities such as Millbay, Air Quality Management Areas and other priority areas as identified by Plymouth CC.

3 e g ment p Mobi-Hub Ref Residential Employment Retail Education Health Leisure / Tourism Policy Priority Modal/Service Interchan Name Location/Serves Route New Develo Marsh Mills Coy Pool P+R zz 43 9 9 9 9 Millbay Millbay Road – Glasgow Wharf and east side of harbour z 9 9 9 9 9 Mount Wise Cumberland Road z 62 Mutley Mutley Plain zz 55 9 9 9 9 North Prospect Plymco/Scott Hospital z 9 9 9 9 Peverell Outland Rd/Weston Park Rd zzz 37 9 9 9 PIBP To be determined – Seaton Pool? zzzzzz 14 9 9 9 9 Plymstock Quarry New housing development zz 9 9 9 9 9 Plymstock-Broadway Plymstock Local Shops and surrounds z 73C 9 9 9 9 Prince Rock Exeter Street zz 69 9 9 9 9 9 Railway zzz 54 9 9 9 9 9 Ridgeway Station Road or Ridgeway centre zz 45 9 9 9 9 9 9 9 Saltash Saltash Town Centre zz 9 9 9 9 9 Sherford Proposed new Sherford High Street zz 9 9 9 9 9 9 9 Sherford North A38 East, P+R zzz 9 9 Southway Southway / Flamborough Road zz 5/7 9 9 9 9 9 9 St Budeaux Wolseley Road – Ferry and Victoria Stations plus local shops z 17 9 9 9 9 Stonehouse Bridge Stonehouse Roundabout zz 70 9 9 Stonehouse Barrack Place – West Wharf and Stonehouse peninsula z 9 9 9 (RM Barracks) Tamar Pemros Road/Normandy Hill zz 9 9 The Barbican Vauxhall Street z 9 9 9 9 Transit Way Near retail park on Crownhill Road z 20 9 9 9 University Drake Circus North zzz 66 9 9 9 9

3 e g ment p Mobi-Hub Ref Residential Employment Retail Education Health Leisure / Tourism Policy Priority Modal/Service Interchan Name Location/Serves Route New Develo West Park Crownhill Road nr Ringmore Way zz 11 9 9 9 Western P+R P+R zz 9 9 9 Whitleigh Green Whitleigh Green – local shops and schools z 12 9 9 9 Woolwell Tesco/Woolwell Road z 2 9 9 9 9

1 Central – City Centre to Southway 2 Devonport Circle – Saltash P+R to City Centre Circle (SW quadrant of city) 3 Forder Valley – Derriford via Hospital, PIBP, Marsh Mills, Langage, Sherford and City Centre 4 Honnicknowle – City Centre to Derriford Loop via Weston Park Rd, Honnicknowle & Whitleigh 5 Plym Circle – City Centre loop via Sherford and Plymton (East of city) 6 Tamar North – Saltash P+R north to the Derriford Loop 7 City South – Short circular service to the around the city centre and waterfront 8 Devonport North – Devonport to Derriford and Belliver 9 Derriford Express – Sherford North (P+R) to Derriford 10 Mannamead – City Centre to Derriford Loop via Mannamead

PLYMOUTH STRATEGIC TRANSPORT NETWORK

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APPENDIX C

Summary Census Data

37 PLYMOUTH STRATEGIC TRANSPORT NETWORK

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Residents Residents Aged 0-19 Residents Aged 65+ Household s with no car or van available

Wards Residents of Number Households of Number Number %age Number %age Number %age Budshead 12314 5324 3207 26.0% 2071 16.8% 1565 29.4% Compton 11597 4875 2582 22.3% 1980 17.1% 1130 23.2% Devonport 14287 6344 4027 28.2% 1590 11.1% 2973 46.9% Drake 8831 3240 2144 24.3% 860 9.7% 1398 43.1% Efford and 13262 5684 3593 27.1% 1794 13.5% 1959 34.5% Lipson Eggbuckland 12537 5223 3055 24.4% 2403 19.2% 1107 21.2% Ham 13260 5507 3828 28.9% 2300 17.3% 2087 37.9% Honicknowle 13795 5841 3872 28.1% 2489 18.0% 2193 37.5% Moor View 12340 4834 3088 25.0% 1685 13.7% 1090 22.5% Peverell 12788 5444 3113 24.3% 2221 17.4% 1189 21.8% Plympton 8074 3190 2340 29.0% 569 7.0% 298 9.3% Chaddlewood Plympton Erle 8892 3587 2232 25.1% 1557 17.5% 680 19.0% Plympton St 12159 4837 2847 23.4% 2249 18.5% 664 13.7% Mary Plymstock 12418 5176 2908 23.4% 2530 20.4% 798 15.4% Dunstone Plymstock 11685 4915 2734 23.4% 2423 20.7% 914 18.6% Radford Southway 12548 5114 3332 26.6% 1910 15.2% 1234 24.1% St Budeaux 12958 5442 3828 29.5% 1801 13.9% 1890 34.7% St Peter and the 12276 6732 2294 18.7% 2301 18.7% 3859 57.3% Waterfront Stoke 12146 5470 2698 22.2% 2035 16.8% 1800 32.9% Sutton and 12553 5749 2858 22.8% 1706 13.6% 2161 37.6% Mount Gould Plymouth Total 240720 102528 60580 25.2% 38474 16.0% 30989 37.6%

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