CABINET Agenda Item: 6

Ward: All Portfolios: Strategic Policy and Climate Change, Community Health Cllr Tom Ronan Portfolio Holder Strategic Policy and Climate Change Meeting Date: Report Cllr Heather Shearer 1st June 2020 Author(s): Portfolio Holder Community Health, , Cllr Philip Ham, Chair of Scrutiny Board Project to reduce the volume of commuter related car journeys in SUBJECT: Mendip Internal Use Only: Please complete sign off boxes below prior to submission to Democratic Services Seen by: Name Date Chief Executive/ Tracy Aarons Deputy Chief 19/05/20

Executive(s) Officer Sign off Legal Lesley Dolan 15/05/20

Finance Paul Deal 18/05/20 Claire Malcolmson, Sara Group Manager 18/05/20 Skirton Portfolio Holder/ Cllr Ros Wyke, Cllr Philip Leader of the Ham, Cllr Tom Ronan, Cllr 19/05/20 Elected Member Council Heather Shearer Sign off Ward Member(s) Not Applicable Not Applicable (if appropriate) In February 2019 this Council declared a “Climate Emergency” and committed to make the best endeavours to enable Mendip to be carbon neutral by 2030.

Following approval at February 2020’s Full Council, Mendip has now adopted the new Corporate Priorities which include:  Delivering on our climate and ecological commitment  Protecting and enhancing our towns and rural communities Summary: This report is a proposal to adopt a project that delivers on these priorities by reducing the volume of commuter related vehicles on our roads. We plan to achieve this through the creation of an integrated network of multi-user paths around Mendip’s busiest commuter routes and roads with the highest volumes of vehicles. The report details outlines the stages of the project delivery plan and proposes that the Council commence work immediately.

The report reviews the project’s potential benefits to the environment and community health through the anticipated outcomes of increased levels of commuter related active travel and the associated reduction in the number of vehicles on our roads.

This paper was written before the Coronavirus pandemic, and is now even more relevant. The only way that we can ensure that the current advice to avoid public transport and the requirement for social distancing doesn’t lead to an increase in vehicles on our roads is through the provision of sufficient, alternative infrastructure. Cabinet is asked to: 1. Note the contents of this report and the benefits of active travel and reduced emissions. 2. Approve the project delivery plan. Recommendation: 3. Make a commitment, subject to the levering in of funding and approval of business cases for specific sections of work, to the delivery of an integrated network of multi-user, motor-free pathways across Mendip. Direct and/or This project will not directly impact on service delivery however it indirect impact on should be noted that the objectives of the project will support service delivery outcomes for a range of services including Climate Change, to our customers Community Health and Neighbourhood Services. and communities: The Council has created a new portfolio focusing on climate change; increasing active travel levels through the creation of an integrated multi-user path network will support the priorities coming from this portfolio.

Make Mendip a fairer place – increasing access to our key employment centres and major settlements for those without access to a car by facilitating safe, motor-free, active travel. Contribution to

Corporate Deliver on our climate and ecological commitment – reducing Priorities: carbon emissions through increased levels of active travel commuting

Protect and enhance our towns and rural communities – making our communities more attractive places to live through the improvement of infrastructure. Through the creation of a motor- free, multi-user path network that provides alternative, free and healthy travel options across the district. There are no legal implications for the first stage of the project. Any Legal implications for subsequent stages will be identified as part of the Implications: development of the full project plan. The initial stages of the project have little financial implications Financial outside of Officer and Member time and costs related to hosting Implications: consultation events which would not exceed £2000. The implications relating to subsequent stages will be identified following

completion of the first stage and requests for funding will come back to Cabinet for approval.

The project would provide our communities with the infrastructure needed to facilitate safe active travel to their places of work and Climate Change education, without the need to use motorised vehicles, thus Implications: reducing carbon emissions.

The project proposal and delivery will be managed as part of the Scrutiny Assistant role. This will link the various activities currently taking place within different departments in the Council, the Mendip Access and Parking Strategy (MAPS), the Climate and Ecological Emergency Group (CEEG) and the Scrutiny Access Working Group Impact on Service as well as working with the many various external organisations Plans: looking at areas of the District’s current public rights of way.

As the project moves forward it is anticipated that some services will become more involved and this will be picked up as part of the ongoing service plans. There are no perceived negative impacts to any characteristics/groups associated with this report. It is anticipated Equalities that by improving the quality of routes and increasing them, we will Implications: provide better access for users with disabilities.

The Council has made strong commitments to reduce carbon Risk Assessment emissions. In 2017, 34% (302,941 tCO2e)1 of the district’s carbon and Adverse emissions came from Transport. With 72% of those transport Impact on emissions resulting directly from on-road transportation. Without Corporate actions as identified in this report, it risks failing to deliver on its Actions: corporate actions.

The Scrutiny Access Working Group has been exploring ways of increasing access for all in the District. The development of a network of motor-free, multi-user paths has been identified as part Scrutiny of their delivery plan. Recommendation As a consequence of this the Scrutiny Access Working Group will (if any) be working to:  Support the delivery of the project  Assist with the coordination of the related organisations and groups to research the existing footpaths and cycle paths.

1 Mendip District Council Climate Emergency Baseline Emissions Report

INTRODUCTION

The Council has declared a climate and ecological emergency and this provides the opportunity for our communities to change the way in which they go about their daily business – for example, accessing their places of work and education – to make a significant reduction in carbon emissions, must be seriously considered.

In Feb 2020 the council published a Climate Emergency Baseline Emissions report for Mendip. The report details in 2017, 34% (302,941 tCO2e)1 of the district’s carbon emissions came from Transport. 72% (218,872 tCO2e)1 of the transport emissions in Mendip result directly from on-road transportation.

In late 2019, Steer Consultancy were commissioned by the Council to collate available evidence and conduct analysis to show how the district’s transport network is currently used, how intensively, and what type and nature of investment would be required in the transport network to support different orders and spatial patterns of future growth in and adjacent to the district. Steer completed a transport evidence base report as the first stage of work on a transport study, which was intended to culminate in the preparation of a Highway Investment Strategy (HIS) and implementation plan for the district.

The transport evidence base report collated and analysed various publicly available datasets to provide as detailed a picture as possible as to how Mendip’s transport network performs. The report showed that in Mendip, 61% of commuting residents remain here for work – contributing circa 25,000 daily commuter related journeys that stay within the district [Appendix 1.1]. The report also shows that 69% (circa 17,000) of these journeys are made in a car [Appendix 1.2].

The way we currently travel and continued growth in road traffic is damaging our environment and exacerbating obesity levels. With high volumes of commuter related journeys staying within the district, we have a real chance to positively change the way these journeys are made through the delivery of accessible, integrated infrastructure that facilitates safe, active, sustainable commuting. This report has utilised the Steer HIS transport evidence base report data to map the start, finish and traversed parishes on the corridors with the highest volumes of commuter traffic [Appendix 1.3] and the roads with the highest volumes of vehicles [Appendix 1.4] against the existing public rights of way within Mendip.

The report proposes that we immediately commence the initial stage of the project to audit and record the status and suitability of the existing infrastructure and current delivery plans. . When we have a clear understanding of what currently exists, we can then work on a route by route strategy to identify the physical infrastructure required (and related costs) in creating a motor free, multi-user path network. When the broad areas of work have been identified, they will be brought back to Cabinet for approval with a full outline of project delivery costs.

BACKGROUND AND BENEFITS

Car ownership and commuting in Mendip Of the circa 25,000 commuter related journeys taking place entirely within Mendip every day, 69% (around 17,000) are made in cars, with a total of 77% of all commuter related trips (including those that end outside of Mendip) made in a car [Appendix 1.2]. This is significantly higher than the national average (68%) [Appendix 1.2]. In 2018, 84,600 vehicles were registered in Mendip, of which 65,600 were cars1. Car ownership in the district has increased by 10% between 2009 and 2018, and as the population in Mendip continues to increase, it is fair to assume that the number of vehicles owned in the district will increase inline. Utilising the 2017- 2018 mileage by purpose for the South West data from The Department for Transport, against the population of car owners, and employment levels in the district, we have estimated that Mendip’s commuter mileage contributes 119 tCO2e per day [Appendix 3]. As this Council has declared, we are in the midst of a Climate Emergency.

Public Health Aside from the Climate Emergency, our Public Health is also at risk. Physical inactivity is the fourth leading risk factor for global mortality (accounting for 6% of deaths globally), directly contributing to one in six deaths in the UK. Aside from the human impact of these deaths, the morbidity it causes costs business and wider society billions of pounds each year. Obesity levels across the UK have increased from 15% in 1993 to 29% in 2016. The Health Survey for England measures a representative sample of adults aged 16+ and provides estimates of obesity levels in the country. The 2017 survey found that 64.3% of adults in England are overweight or obese. Of obese adults, around one in eight are morbidly obese (3.6% of all adults) 2.

66.1% of adult residents in Somerset are overweight or obese, compared to the average in England of 64.6% (Active People Survey 2012-14)2 with 66.2% of adults classified as overweight or obese in Mendip (Public Health England 2017-2018)3. 20.1% of Somerset reception children and 28.8% of children in year 6 are overweight or obese (National Child Measurement Programme 2016)4. Based on national predictions for the wider social and economic costs of obesity, the estimated cost to Somerset in 2015 was £563.92m, including £148.4m for annual healthcare costs alone. The costs of obesity are not exclusive to health; also impacting on increased social care costs, increased sickness and absence (Somerset Intelligence) 5

Our immediate Public Health is now also at risk from the Coronavirus pandemic with the long term effects unknown. Extended periods of isolation, fear of infection and social distancing suddenly a part of our everyday lives for the foreseeable future will no doubt have repercussions on mental health. Access to safe active travel infrastructure is needed now more than ever.

2 https://activepeople.sportengland.org/ 3 https://fingertips.phe.org.uk/profile/public-health-outcomes- framework/data#page/1/gid/1000042/pat/6/par/E12000009/ati/101/are/E07000187/iid/93088/age/168/sex /4/cid/4/page-options/car-do-0 https://fingertips.phe.org.uk/profile/public-health-outcomes- framework/supporting-information/further-info

4 https://webarchive.nationalarchives.gov.uk/20180328135000/http://digital.nhs.uk/catalogue/PUB22269 5 http://www.somersetintelligence.org.uk/obesity.html

Benefits to the Environment Mendip’s highway network largely comprises minor roads – single carriageway and single vehicle lanes. The five major A-roads that pass through the district seeing the majority of the vehicle movement are primarily single carriageway. None of these roads have a continuous pavement providing a direct, traffic free route for active travel and most Mendip residents wishing to complete their daily commute on foot or by bicycle, would have to take lengthy detours to avoid high levels of motor vehicles, or risk sharing our narrow, unlit roads with this traffic.

This project would facilitate increased levels of active travel; reduced numbers of commuter related vehicles on our roads and in turn, decreased carbon emissions in the district. This supports our Corporate Priority to ‘Deliver on our climate and ecological commitment’ through the subsequent reduction in emissions, improvement in air quality, reduction in traffic related noise pollution, accidents and congestion.

Benefits to community health and wellbeing Walking or cycling for just 10 minutes a day can contribute towards the weekly 150 minutes of physical activity for adults, as recommended by the UK Chief Medical Officers. Regular physical activity can reduce the risk of many chronic conditions including coronary heart disease, stroke, type 2 diabetes, cancer, obesity, mental health problems and musculoskeletal conditions. Even relatively small increases in physical activity are associated with some protection against chronic diseases and an improved quality of life6. The National Institute for Health and Care Excellence recently recommended that local authorities prioritise active travel to help people of all ages become more physically active7. There is no doubt about the positive impacts of increased levels of physical exercise on our health.

The benefits of physical activity extend further, to the healthy development of children and young people including the acquisition of social skills through active play (leadership, teamwork and co-operation), better concentration in school and displacement of anti- social and criminal behaviour. Delivery of the project would facilitate more active travel to school, improving the health of our children both now and in the future as active Children are more likely to stay active in adult life.

Reducing car dominance in the places where people want to live such as town and cities centres makes them more attractive and economically viable as well as healthier. This project would ensure that our communities have access to the same choices of transport method as our neighbours in the rest of the County as well as in Bath and Bristol – thus future proofing all areas of the District and making it a more attractive place to live and work.

This project aspires to deliver a network of motor-free, multi-user paths that facilitate active travel for everyone in Mendip; runners, walkers, cyclists (including electric bikes), the equestrian community and wheelchair users. This would mean access to free, safe, sustainable travel options for the district; potentially positively impacting the physical and mental health for everyone, as well as easing pressure on local NHS services.

6 2011 Start Active, Stay Active report on physical activity for health from the four home Countries’ Chief Medical Officers 7 https://publications.parliament.uk/pa/cm201719/cmselect/cmtrans/1487/1487.pdf

Benefits for business and economic development The opportunity for motor-free commuting increases access to jobs and services for those without or less likely to have cars and helps reduce social exclusion. This benefits local employers - opening up the labour market - as well as providing healthy travel to work options for the existing workforce. Currently there are high levels of employment in Mendip’s economically active population. However, for some, access to employment and apprenticeships is restricted due to the expensive and ineffective current public transport options for travelling to work; for which this project would provide accessible alternatives. As well as safe, healthy, affordable travel to work options that would improve the physical and mental health of the workforce and could lead to increased productivity.

Preparing Ourselves to Lever in Funds In April 2017 the DfT published the Cycling and Walking Investment Strategy. The strategy outlines government’s ambition to deliver better safety and mobility and make cycling and walking a natural choice for shorter journeys, or as part of longer journeys by 2040. The strategy includes two aims and is centred on the promotion of active travel which, in the review of sub-national and local policy also emerges as a key priority, and therefore should be considered now:  Aim to double cycling, where cycling activity is measured as the estimated total number of cycle stages made each year, from 0.8 billion stages in 2013 to 1.6 billion stages in 2025.  Aim to increase walking activity, where walking activity is measured as the total number of walking stages per person per year, to 300 stages per person per year in 2025.  Increase the percentage of children aged 5 to 10 that usually walk to school from 49% in 2014 to 55% in 2025. When the Cycling and Walking Investment Strategy was published, DfT announced that local authorities would be able to access support to prepare a Local Cycling and Walking Infrastructure Plan (LCWIP). LCWIPs aim to help local authorities identify cycling and walking infrastructure improvements for future investment in the short, medium and long term; ensure that consideration is given to cycling and walking within both local planning and transport policies and strategies; and make the case for related future funding. The preparation of an LCWIP is not mandatory, but local authorities with plans will be “well placed to make the case for future investment”8. This project would deliver on proposed active travel strategies at a local and national level. The information and approach of this project, if approved by Cabinet, will give the Council valuable information and proof of support to bid into any future funding opportunities that may arise – as a District or with our neighbouring authorities. Agreement of this approach, and the work carried out, will see us able to show progress, aspiration and, as we go forwards, ‘shovel ready’ proposals. This would place the Council in the best position for any prospective funding – at different levels and different areas of sustainable transport. Prior to the pandemic increased levels of active travel were already high on the agenda. More funding streams are now coming forward aimed at enabling movement from roads to non-motorised routes as seen by the

8 DfT Cycling and Walking Investment Strategy

8 government announcement on 9th May this year regarding a funding package to support greener active travel9.

PROJECT PROPOSAL

Delivering an integrated network of multi-user paths across the District is a considerable project that will require extensive partnership collaboration. This part of the project is the essential preparatory work that will lead to effective, joined up delivery.

Outline plan 1. Audit the current status of the existing paths closest to the busiest commuter routes and roads. Working in partnership with the related Parish Councils, as well as local and national groups including the Strawberry Line Association, Frome’s Missing Links, Mendip Cycling Club, Sustrans, Travel West, Cycling UK, Greenways, Cycle paths, British Horse Society, The Trails Trust, as well as local environmentally focused organisations. 2. Create a route by route strategy that considers existing projects, funding, costs and networks to deliver a safe, integrated, continuous motor-free path for each route. 3. Bring the project delivery plans back to Cabinet for approval, identifying the areas that can be completed the quickest.

Mapping the data and existing infrastructure This paper has utilised the data from the Mendip HIS transport evidence base report to map the start, finish and traversed parishes on the District’s busiest zonal commuter trip routes [Appendix 1.3] and the roads with the highest levels of Average Annual Daily Traffic [Appendix 1.4].

Image 1. Inter-urban / zonal commuting trips in Mendip [also found in Appendix 1.3 with comments]

This essentially shows the volume and location of commuter journeys each day in Mendip (but not the route).

9 https://www.gov.uk/government/news/2-billion-package-to-create-new-era-for-cycling-and-walking

Image 2. Average Annual Daily Traffic (AADT) - all motor vehicle movement [also found in Appendix 1.4]

This shows how the above journeys are being made and the volumes of all traffic on our main roads.

Image 3. Commuter journeys, main roads and parishes

This is image 1 with parish boundaries indicated.

Current Commuter Corridors We have collated the zonal commuter trip data (Image 1) and the Average Annual Daily Traffic (AADT) data (Image 2) with the parish boundaries and existing Public Rights Of Ways (PROWs) onto one map (Image 4 - below). Using the commuting and daily traffic data, we have then created a portfolio of 14 connections that offer the highest impact in reducing the volume of commuter related vehicles through the provision of an alternative, safe, motor-free path suitable for high levels of active travel. Naturally, all of these connections originate or terminate in one of Mendip’s five main settlements. This will make sure that we join up the dots with as well as within each settlement.

This report proposes that we start with the busiest connections that are entirely within the District, before moving outwards with the view to link with neighbouring authorities when our own infrastructure is capable of integration.

Image 4. Zonal commuting data (green), parish boundaries (red), existing PROW (pink), proposed connections (green).

Proposed Connections

Stage / Route [Length and traversed parishes in Appendix 2] Stage 1 – internal connections Route 1. Shepton – Emborough Route 2. Shepton – Wanstrow Route 3. Wells – Westbury-sub-Mendip Route 4. Glastonbury – Street Route 5. Street – Sharpham Route 6. Sharpham – Glastonbury Route 7. Connecting Frome Route 8. Frome – Wanstrow Route 9. Shepton – Evercreech Route 10. Wells – Glastonbury Route 11. Glastonbury – Shepton Route 12. Shepton – Wells Stage 2 – these routes require collaboration with neighbouring authorities Route 13. Street – Walton Route 14. Frome – Bath

Expanded plan Auditing the existing network In order to ascertain the scope of work required to deliver a continuous, motor-free travel route, we need to assess and record the state of repair, or disrepair along the existing provision and the current feasibility of active travel along these routes.

Somerset West and Taunton and South Somerset District Councils are currently working with Somerset County Council in preparation of their ‘Local Cycling, Walking Infrastructure Plans’ (LCWIP’s) and at this point of their projects have used a standardised government template to complete their audit. This is a considerable piece of work that requires extensive, collaborative work, but a practice that is recommended that we follow, providing a high quality of evidence which may be required to submit any bids for funding. This paper proposes that if the project is approved, we initially work with SCC to fully understand the path audit process. After which, we will consult with the relevant parties to process any data that they may already have, then work together to audit anywhere that isn’t currently recorded.

The Council will need to provide training, guidance, support, data collation and a high level of communication with our delivery partners; namely the relevant parish councils and local and national groups including the Strawberry Line Association, Frome’s Missing Links, Mendip Cycling Club, Sustrans, Travel West, Cycling UK, Greenways, Cycle paths, the British Horse Society, Mendip Hills AONB as well as local environmentally focused organisations.

We have already met with Wells City Cycle Group, Strawberry Line East, Frome Missing Links, The British Horse Society and Sustrans to discuss this project as well as their future aspirations on improving the district’s network of paths. This project commits to ensuring that we have a full understanding of the fantastic work that these groups have already achieved, so that we can work together to build upon their important work and deliver our common goals, together. As the local authority we have a duty to build upon the extensive foundations that these incredible volunteer organisations have laid, for which the district is indebted.

Utilising the data to create a delivery strategy for each route When we have collated the data for each connection we will then evaluate the best potential course and the work required to complete it. This will also involve extensive partnership work; liaising with landowners, sourcing and coordinating resources and making a delivery programme for each route.

At this point, the Council will have a portfolio of funding ready project plans; enabling us to maximise any funding opportunities that may arise.

The path audit data will be reviewed as it is received, but will require further consideration. When the data has been processed, we will work with the relevant parties to complete project plans and a delivery strategy for each of the proposed first and second stage routes within a further 3 months.

Returning to Cabinet When we have a comprehensive understanding of all elements required to deliver each of the internal connections, we will prepare a detailed delivery proposal that is brought to Cabinet for approval. As the project unfolds, the need for funded, strategic support will

12 be identified, as well as other costs that we are currently unaware of. However, these costs will seek approval before any commitment is made. At such an early stage of the project we are not aware of what these may be, but will regularly update the board as they are identified.

Timing Urgent action is needed to move people from private motorised vehicles to active modes of travel, from walking and cycling to potentially using electric bikes or other modes of sustainable active travel.

Due to the extensive work that has already been done by the various volunteer groups and Parish Councils – namely on the Strawberry Line, Frome’s Missing Links and the connection between Wells and Glastonbury – understanding the current status and the work required to complete the connections, should be considerably quicker than in other areas where little or no work has been done.

For maximum impact, an integrated network would ultimately link into the networks of our neighbouring Councils’ and the rest of the County. At present, alternative methods of transport are at the forefront of Government’s commitment to reduce carbon emissions whilst maintaining social distancing. Investment in multi-user path infrastructure costs considerably less than public transport and highway investment over the same distances. At national and local levels there is currently a wave of activity taking place in this area and to ensure that our communities aren’t left behind, and potential funding opportunities aren’t missed the Council needs to undertake this work now.

Until recently this council has given little thought to the benefits of multi-user paths while other local councils have recognised their importance. As previously mentioned, Somerset West and Taunton and South Somerset (for Yeovil) District Councils are reviewing the results of their LCWIP evidence reports after recently commissioning (and funding) research. Sedgemoor District Council are currently implementing their 2050 Transport Strategy which includes an integrated foot and cycle path network. All of these plans are in conjunction with Somerset County Council and supported by their Future Transport Plans which promote increased levels of walking and cycling and in line with National priorities.

In September 2019, Central Government pledged £23M to boost cycling and walking nationwide, and with more than half of UK councils committing to reducing carbon emissions and declaring a climate emergency, research and investment into green travel options will remain at the forefront of all levels of Government for the foreseeable future. For Mendip to be able to access funds like this and make change locally we need to be able to evidence our need, current baseline of provision and our aspirations for the future. This project will give us a platform to do this and compete against others.

In line with our Corporate Priorities, we want to develop motor-free routes, with gentle gradients suitable for all ages and abilities – including specifically, to fill in the sections of national cycle routes that are currently still dangerous for riders, but not to exclude any other users such as horse riders and mobility scooters – to deliver the infrastructure for our residents to facilitate safe, active travel. Changing attitudes towards modes of travel will be challenging and as a local authority we have a responsibility to initiate a project delivering the infrastructure required to facilitate these changes.

The initial consultation and research stages of this project see a requirements of relatively small costs in relation to the potential outcome and will place the Council in a position to physically deliver a project that would significantly benefit this and future generations. The risks for commencing the project immediately are small in comparison to the potential impact for the future health of Mendip’s public health and climate.

NEXT STEPS

If Members are happy with the proposals in the report and supportive of the project going forward, the next steps would be to prepare our consultation literature and path audit packs. We would then initiate consultations with partners previously detailed and commence delivery of the path audit training sessions, with a view to starting the path audits as soon as possible.

RECOMMENDATIONS

Cabinet is asked to: 1. Note the contents of this report and the benefits of active travel and reduced emissions. 2. Approve the project delivery plan. 3. Make a commitment, subject to the levering in of funding and approval of business cases for specific sections of work, to the delivery of an integrated network of multi-user, motor-free pathways across Mendip.

REASONS FOR RECOMMENDATIONS

Walking and cycling are good for our physical and mental health. Switching more journeys to active travel will improve health, quality of life and the environment, and local productivity, while at the same time reducing costs to the NHS and helping to keep us safe in these uncertain times. These are substantial ‘win-wins’ that benefit individual people and the community as a whole.

There is significant potential for change in travel behaviour. Two out of every three personal trips are within five miles - an achievable distance to cycle for most people, with many shorter journeys also suitable for walking. For school children, the opportunities are even greater10. Uncompleted paths that come to an unnatural halt are common across the District, now is the time to bridge the gaps and facilitate change.

A motor-free, multi-user path network would provide alternative, cost effective transport choices allowing our communities financial savings, increased access to employment and affordable exercise, the potential for time saving for those with dependents who could independently access the network as well as sustainable travel solutions that are still safe and accessible throughout the pandemic.

In the interest of our community health and the recently declared Climate Emergency, the Council has a responsibility to support this project. The endorsement of this proposal is the first step into making a motor-free network a reality.

10 DfT 2017 Cycling and Walking Strategy

Contact Officer: Kelly Knight Extension: 41345 E-mail: [email protected]

Appendices

Appendix 1. Commuter transport data Source: Steer HIS evidence base research / ONS 2011 data

1.1 Volume of commuter related trips from Mendip This data shows 40,373 commuter trips start in Mendip, 61% of these end in District, 29% end in our Neighbouring districts, with the remaining 11% travelling further away.

1.2 How the network is used – commuter trip modes The pie chart shows the mode split for all commuting trips where the origin is Mendip. The bar chart is the mode split where the local authority named is the destination – in Mendip, 69% of Mendip residents who are staying in Mendip for work travel by car (69% of Appendix 1.1’s 24,000 commuter trips are made in a car). 2% of people who live in Mendip who travel to Bath and North East Somerset for work travel by car – and so on. This also shows the District commute modes against the GB trends.

1.3 Commuter trips within Mendip – journey volumes / origin and destination This shows the start and finish points, as well as the volume of commuter trips (not the route taken).

1.4 Average Annual Daily Traffic (AADT) - all motor vehicles (2018)

AADT

Appendix 2. Proposed Connections

2.1 Proposed connections – distance, all traversed Parishes Stage 1 – internal connections Parishes Route 1 SHE – EMB Shepton Mallet SHE / Croscombe CRO / Ashwick 7km / 4.5m ASH / St Cuthbert Out SCO / Emborough EMB Route 2 SHE - WAN Shepton Mallet SHE / Doulting DOU / Evercreech 7km / 4.5m EVE / Cranmore CRA / Wanstrow WAN Route 3 WEL - WSM Wells WEL / St Cuthbert Out SCO / Priddy PRI / 5.5km / 3.5m Westbury-sub-Mendip WSM Route 4 GLA - STT Glastonbury GLA / Street STT 3.5km / 2.5m Route 5 STT – SHA Street STT / Sharpham SHA 3.5km / 2.5m Route 6 SHA – GLA Sharpham SHA / Glastonbury GLA 5.5km / 3.5m Route 7 FRO - SEL Frome FRO / Selwood SEL 9.5km / 6m Route 8 FRO - WAN Frome FRO / Selwood SEL / Nunney NUN / 10km / 8.5m Trudoxhill TRU / Wanstrow WAN Route 9 SHE – EVE Shepton Mallet SHE / Doulting DOU / Pilton PIL / 3.5km / 2.5m Evercreech EVE Route 10 WEL – GLA Wells WEL / St Cuthbert Out SCO / Glastonbury 10km / 6m GLA Route 11 GLA – PIL Glastonbury GLA / West Pennard WES / Pilton 15km / 9.5m PIL Route 12 SHE - WEL Shepton Mallet SHE / Croscombe CRO / St 8km / 5m Cuthbert Out SCO / Wells WEL Stage 2 – connections going outside of Mendip Route 13 STT - WAL Street STT / Walton WAL 4km / 2.5m Frome FRO / Beckington BEC / Rode ROD / Route 14 FRO – NSP (onto Bath) Berkley BER / Selwood SEL / Lullington LUL / 12.5km / 8m Tellisford TEL / Norton St Phillip NSP

2.2 Parishes and all routes Parish Number of connections Stage / Routes Ashwick ASH 1 S1 R1 Beckington BEC 1 S2 R14 Cranmore CRA 1 S1 R2 S1 R1 Croscombe CRO 2 S1 R12 Emborough EMB 1 S1 R1 S1 R2 Evercreech EVE 2 S1 R9 S1 R7 S1 R8 Frome FRO 3 S2 R14 S1 R4 S1 R6 S1 R10 Glastonbury GLA 4 S1 R11 Lullington LUL 1 S23 R14 Norton St Philip NSP 1 S2 R14 Nunney NUN 1 S1 R8 S1 R9 Pilton PIL 2 S1 R11 Priddy PRI 1 S1 R3 Rode ROD 1 S2 R14 S1 R7 S1 R8 Selwood SEL 3 S2 R14 S1 R5 Sharpham SHA 2 S1 R6 S1 R1 S1 R2 S1 R9 Shepton Mallet SHE 4 S1 R12 S1 R1 S1 R3 S1 R10 St Cuthbert Out SCO 4 S1 R12 S1 R4 S1 R5 Street STT 3 S2 R13 Tellisford TEL 1 S2 R14 Trudoxhill TRU 1 S1 R8 Walton WAL 1 S2 R13 S1 R1 Wanstrow WAN 2 S1 R8 S1 R3 S1 R10 Wells WEL 3 S1 R12 West Pennard WES 1 S1 R11

2.3 Key connections

Connecting Shepton Mallet to Wells

Connecting Glastonbury, Street and Sharpham

Connecting Frome

Connecting Wells - Glastonbury

Connecting Glastonbury – Shepton Mallet

Connecting Shepton to Evercreech (and the Royal Bath & West Showground)

2.4 All Connections

Appendix 3. Commuter related emissions calculations11

Heavy Buses Region/Local Light Goods Other Cars Motorcycles Goods and Total Authority Vehicles vehicles 2 Vehicles coaches Somerset 317.7 17.1 47.7 5.9 1.4 16.2 406.0 Mendip 65.6 3.3 10.6 1.6 0.3 3.2 84.6

Total On-Road Transport Emissions (2017) (tCO2e) % of car owners vs population 218,872 57

% of cars to total vehicles % of commuting car owners 77 95

Estimated mileage by purpose (South West) Education/ Holiday Other Other Personal Visiting Sport / All Commuting Business Escort Shopping / day inc escort business friends entertainment purposes education trip walk South 1,111 703 379 908 495 531 1295 652 West 1,150 68 7,292 Data from DfT "Travel purpose by region statistics" https://www.gov.uk/government/statistical-data-sets/nts04-purpose-of-trips

% of commuting related miles 15 Working Day Calculation 232

Estimated Annual & Daily Mileage and Carbon Emissions resulting from travel by Mendip residents

Estimated Total Annual Estimated Total Travel-related Mileage Carbon Emissions (tCO2)

Conversion Factor 0.2452 477989418 117216 (kgCO2e) BEIS 2018

Estimated Total Daily Travel- Estimated Total Daily Related Carbon Emissions (tCO2) mileage % of emissions due to 54 321.14 Mendip residents 1309560

Annual Total Commuting Estimated Total Commuting- & Business Mileage related Carbon Emissions (tCO2)

% of emissions due to 13 112654070 27626 Mendip commuting & business travel

Estimated Daily Estimated Total DailyCommuting- Commuting & Business related Carbon Emissions (tCO2) Mileage 485578 119

11 Kindly prepared by Hayley Warrens, Climate Change and Resilience Officer