Appendix E CIL Affordability Calculation

Transcription

1 Appendix E CIL Affordability Calculation

2 Cornwall CIL Contribution Viability Calculation Community Network including subdivision to main towns Pre-submission draft target published CC approved and published for consultation Spring 2013 Distribution on a simple pro rata basis of the target at 47,500 PAC s Proposed distribution of 47,500 Number of dwellings completed since the start of the plan period; Planning permissions not started and/or under construction Major planning permissions granted since the April 2013 Total permissions and completions to be deducted from Plan s target (Commitments). Remaining target after deducting commitments from PAC s distribution of the 47,500 target Calculation of Potential CIL Funds Affordable housing target Resulting number of chargeable dwellings Housing Zone* Viable contribution ( /sqm) Resulting contribution per 76sqm average dwelling** Total CIL raised from housing Grant (ERDF etc.) Other Secured Funding Sources LTP Other S106 funds secured Penzance / Newlyn % 953 H2 40 3,040 2,898, , ,000-1,314,000 West Penwith CNA residual % 233 H ,600 1,773, Hayle % 200 H2 40 3, ,392-2,609,000 10,285, ,000 St Ives-Carbis Bay % 187 H ,600 1,417,400 8,650,000 2,150, Hayle and St Ives CNA residual % 67 H2 40 3, , Helston % 265 H , Helston and the Lizard CNA residual % 286 H2 40 3, , CPIR % 649 H ,069, ,000 17,688,000 1,650,000 CPR CNA residual % 239 H Falmouth- Penryn % 674 H ,600 5,120, ,200 Falmouth and Penryn CNA residual % 203 H ,600 1,545, Truro-Threemilestone-Shortlanesend % 106 H , ,800 11,300,000 4,023,000 1,152,000 2,106,000 Truro and Roseland CNA residual % 168 H ,600 1,276, St Agnes and Perranporth CNA % 366 H2 40 3,040 1,112, Newquay % 920 H ,600 6,990,480-1,618,000 2,521,000 1,293,000 Newquay and St Columb CNA residual % 232 H2 40 3, , Eco-Community % 1150 H St Austell % 144 H ,600 1,094, , , St Austell CNA residual % 103 H , , St Blazey, Fowey and Lostwithiel CNA % 180 H ,600 1,364, China Clay CNA % 274 H Wadebridge % 425 H2 40 3,040 1,293, Wadebridge and Padstow CNA residual % 253 H ,600 1,919, Bodmin % 1281 H2 40 3,040 3,894,240-2,840, , ,000 Bodmin CNA residual % 75 H , , Camelford CNA % 488 H2 40 3,040 1,484, Bude-Stratton-Poughill % 208 H2 40 3, , , ,000 Bude CNA residual % 248 H ,600 1,887, Launceston % 307 H2 40 3, ,888 50, ,000-15,000 Launceston CNA residual % 86 H2 40 3, , Liskeard % 262 H ,000 50, ,000 Liskeard and Looe CNA residual % 439 H Caradon CNA % 302 H ,600 2,298, Saltash % 501 H2 40 3,040 1,523,040 76, ,000 1,540, ,000 Torpoint % 204 H2 40 3, , Cornwall Gateway CNA residual % 153 H2 40 3, , Strategic ,900, TOTAL: TOTAL CIL FUNDS = 46,343,584 39,505,000 15,123,793 33,286,000 8,383,200 Draft CIL Contributions ( /sqm) Assumed %age of CIL likely to used for transport = 33% Housing Zone H1 100 Total CIL funds available for transport = 15,293,383 Total Secured Funds = 96,297,993 Zone H2 40 Zone H3 - Total Funds (Transport CIL + Secured) = 111,591,376 Employment - Total cost of transport improvement works across Cornwall = 210,366,458 Taken from Community Infrastructure Levy Preliminary Draft Charging Schedule Funding shortfall = 98,775,082 * Zones vary accross CNAs, choice based on dominant zone type from maps ** Average new build house size taken from RIBA report "The Case for Space" page 12

3 Appendix F TN16 VISUM Model

4 Prepared by Sheng Peng / Alex Woo Checked by Ian Beavis Approved by CORNWALL COUNCIL CORNWALL TOWNS MODELS BODMIN TOWN MODEL TECHNICAL NOTE 16 ISSUE 3 (DRAFT) PROJECT: FN-HLV 08 NOVEMBER EXECUTIVE SUMMARY This report examines how the highway network within Bodmin is predicted to operate in 2030 with levels of development growth proposed in the emerging Core Strategy. Allowances have been made for background traffic growth and development-related traffic. A series of strategic sustainable transport measures and highways network improvements are proposed to mitigate the impacts of this growth. A traffic model has been developed for Bodmin which has been used to predict where congestion and delays will occur in An assumed level of modal switch from the private car was then modelled to reflect what could be achieved through the proposed sustainable transport measures. This highlighted any remaining key issues on the highway network; where necessary, potential highway improvement schemes have been identified and initial cost estimates for the works provided. The following table summarises those locations which are predicted to experience future capacity issues (after the sustainable measures have been implemented), along with the recommended improvements and indicative costs of these works to mitigate the impacts. Location Scheme Cost Estimate Priory Park link A389 Dennison Road / Turf Street / Priory Road (Church Square) B3268 Crinnick s Hill / Turf Street / Car Park accesses A389 / Westheath Avenue (Clock Tower) A389 Launceston Road / Priory Road junction B3268 St. Nicholas Street / Priory Park junction Provide a strategic link through the park to alleviate the need for traffic to travel through the congested town centre (Church Square). The link will also provide a link to St Petroc s School Removal of mini roundabout to create restricted access priority junction to reduce congestion and improve public transport access Restrict access to help alleviate congestion at the Church Square and improve the public realm space Traffic signals and the removal of 2 arms of the roundabout to reduce congestion and provide safer crossing conditions for pedestrians Provision of roundabout to improve capacity and provide gateway to Town New junction with traffic signals and pedestrian crossings to allow the traffic to enter Nicholas Street with minimum impact. 4,122, , , ,000 1,598, ,000 Over a Century of Engineering Excellence -1-

5 Bodmin Model Technical Note 16 A389 Priory Road / Church Lane junction A30/ A389 Launceston Road Callywith Gate Roundabout Respryn Road Railway Bridge B3268 Lostwithiel Road / Halgavor Park Roundabout Lostwithiel Road link A389 Westheath Avenue / Boundary Road junction Improved access onto Priory Road including public transport access. Pedestrians would be catered for with a new crossing to facilitate active travel. Improved access to employment sites to the north of the town as well as housing development sites. New bridge over the railway line to provide access to new development sites to the south of the town as well as an alternative access to Bodmin town centre from the south Improvements to the roundabout to ease the flow of traffic and improved facilities for public transport passengers New link onto Lostwithiel Road with an improved and a new roundabout. Improvements as part of development off-site works 414,000 2,600,000 1,000,000 Committed Scheme 770,000 Developer Total 12,579,000 Table 1-1: Junction Improvements Summary *costs to be checked by Cormac* * Please note the cost estimates exclude land costs (including compensation), design and supervision, inflation, VAT or diversion to any underground stats or services. An allowance of 45% has been added in respect of risk / contingency to reflect the outline nature of the design at this stage. The recommended measures to form part of the transport strategy are: Committed highway improvement schemes (either as part of the current LTP3 Implementation Plan or secured through consented development) at: o Morrisons Roundabout and bus stop. Bus Improvements to the town services to increase frequency to between 20 mins and half hourly; Upgrade of bus stops to provide high quality stops and real-time passenger information. Walking / Cycling A well planned network of cycle and pedestrian routes with crossing points will link new housing developments to key attractors including employment, retail and education whilst maximising the existing provision of cycle routes; The Camel Trail will be brought into the town centre via a more attractive and level terrain to ensure Bodmin reaps the benefits of the trail; Links will also allow cyclists to access the new trails at Lanhydrock and Cardinham. Pedestrian crossings at: o o o Westheath Avenue/ Westheath Road; Higher Bore Street; Carminnow Cross (three crossings). Travel Planning and smarter choices. Over a Century of Engineering Excellence - 2 -

6 Bodmin Model Technical Note 16 Highways Priory Park link; Junction improvements at: A389 Dennison Road / Turf Street / Priory Road Church Square ; A389 Priory Road / Church Lane junction; B3268 Crinnick s Hill / Turf Street / Car Park accesses; A389 / Westheath Avenue Clock Tower ; A389 Launceston Road / Priory Road junction B3268 Nicholas Street / Priory Park junction; A30 / A389 Launceston Road Callywith Gate Roundabout; Respryn Road Railway Bridge; B3268 Lostwithiel Road / Halgavor Park Roundabout; A389 Westheath Avenue / Boundary Road junction. Over a Century of Engineering Excellence - 3 -

7 Bodmin Model Technical Note 16 2 INTRODUCTION 2.1 Background Parsons Brinckerhoff (PB) has been commissioned by Cornwall Council (CC) to test future development allocations in 11 main towns in Cornwall, and develop transport strategies for these towns that will mitigate the impact of growth proposed through the emerging Core Strategy. This work is Phase 3 of the project, and builds on the work carried out for Phases 1 and 2 which have now been completed Phases 1 and 2 of the project involved developing or updating existing transport models for the towns and assessing a series of development scenarios in each town for the year of Phase 3 of the project has involved modelling the preferred development scenario for each town (identified using the outputs from the previous work) to assess the impact of future development, and identifying measures, including sustainable measures and highway improvements, to allow the impact of development growth to be mitigated. The sustainable measures were provided by CC and modelled using the methodology detailed in Technical Note 01 Application of Mode Shift Models have been developed for the following towns: Bude and Stratton; Falmouth and Penryn; Hayle, St Ives and Carbis Bay; Launceston; Liskeard; Newquay; Penzance; Saltash; St. Austell; Truro Models which have previously been developed for Camborne-Pool-Redruth (by Mott MacDonald), and Bodmin (by WSP) for other projects, have also been used in this project The sustainable measures aim to improve and promote sustainable travel in all towns by improving walking, cycling, bus, and rail services. This supports the aims set out in Cornwall s transport strategy, Connecting Cornwall: Further details regarding the sustainable transport strategy for Bodmin can be found in Section 5 of this report The sustainable measures, further public transport improvements and highways schemes will form a transport strategy for each town, with the aim of mitigating the impact of future development growth and encouraging sustainable travel This report focuses on the model of Bodmin. Over a Century of Engineering Excellence - 4 -

8 Bodmin Model Technical Note Bodmin Model In May 2012, Bodmin was added to the list of towns that need to be investigated in the above study. An existing VISUM model, Bodmin Transport Model (BTM), was obtained for this purpose. PB undertook an initial review of the 2009 AM VISUM model and a site visit in May. A technical note Base Model Review was issued on the 24 th of May, which summarised observations as well as proposed improvements to the existing model to make it fit for purpose for this study. 2.3 Structure of Report The structure of this report is as follows: Section 3 Provides details on the model development; Section 4 Provides details on the 2030 Do Minimum scenario; Section 5 Provides details on the 2030 Do Something scenario; Section 6 Provides details of the junction capacity assessments; Section 7 Provides details of the proposed highway improvement schemes; Section 8 Provides a summary of the transport strategy. Over a Century of Engineering Excellence - 5 -

9 Bodmin Model Technical Note 16 3 MODEL DEVELOPMENT 3.1 Model Software The original Bodmin Transport Model was based on VISUM 11. It was moved to VISUM 12 platform during the update The methodology used in the development of the base model, and the model calibration and validation processes, are detailed in the Bodmin Highway Model Local Model Validation Report produced in September Modelled Years and Time Periods The model has a base year of 2009 and covers the AM peak hour (08:00 09:00) only. No PM base model was received or developed A forecasting model for a future year of 2030 was developed for the AM peak hour (08:00 09:00) only The base year model was constructed to represent a neutral, non-seasonal month in Models were produced for the 2030 Do Minimum (including future development and committed highway schemes only) and 2030 Do Something scenarios (including the sustainable transport measures) Neutral month models were constructed to represent periods when traffic flows are at average levels, and that the impact of development traffic on the network can be considered to be typical. It is usual for this period to be represented in transport studies, and is usually the period that developers are asked to assess as part of planning applications. 3.3 User Classes There are two user classes defined in the model with separate demand matrices for each: UC1 Light Vehicles UC2 Heavy vehicles 3.4 Model Area A plan of the detailed study area modelled is shown in Figure 3.1. It covers the potential residential, employment and commercial development sites as well as the Bodmin urban area. In addition, a skeletal strategic network is also included to represent the wider South- West England region for the accurate routing of long distance trips to and from Bodmin. Over a Century of Engineering Excellence - 6 -

10 Bodmin Model Technical Note 16 Figure 3.1: Bodmin Transport Model Study Area 3.5 Zoning system The number of zones was increased to 118 during the update. New zones were created mainly for the purposes of representing the proposed new developments in Bodmin and increasing the level of modelling detail within the town centre The zoning system is also kept consistent between the base and all forecasting networks. Detailed information on the correspondence between new developments and zones is given in the forecasting section of this note (Sections 4 and 5). 3.6 Model Network Update Comprehensive model updates were undertaken on the following aspects in order to make the existing VISUM model fit for purpose for assessing traffic impacts from the proposed developments. Network structure Centroid connectors for zones were examined and updated throughout the detailed study area. This mainly involved correcting the representation of access roads for zones to ensure traffic is loaded onto various points of the network realistically Other changes involved the addition of some missing pedestrian crossings in the town, correcting the coding of a few one-way links and footpaths where they were mistakenly coded as unclassified roads. Over a Century of Engineering Excellence - 7 -

11 Bodmin Model Technical Note 16 Link and junction modelling The link type definition was re-specified and aligned with the guidelines in COBA. This exercise was undertaken to address three observations in the original model: Underestimation of link delay in cases of overcapacity; Inappropriate allocation of link type for a number of urban roads, e.g. Fore Street; and Overestimation of link capacities for some narrow minor roads where side friction and parked vehicles would prevent or hinder two-way traffic It was considered that the junction simulation within the original Bodmin Transport Model was overly generous in terms of capacity so standard parameters for saturation flows and gaps were revised to reflect local conditions observed in Cornwall. Also the signal timings for the Crinnick s Hill pedestrian crossing did not appear to be a good representation of those observed on site where the crossing and car park exit stages were called with greater frequency than those coded into the model, and the representation of all roundabouts in the model was updated using a feature of the newer version of VISUM. Necessary changes were applied to the network to rectify the above problems relating to junction modelling. Assignment method The original model had two user classes for cars and HGVs. Both were assigned with a multiclass equilibrium assignment using a standard method. However, this approach did not use full simulation/assignment loops as used by SATURN where junctions are simulated and delay functions are produced for each turn, which would then be used on the next assignment and so on. Instead in the original Bodmin model, fixed junction delays were calculated and used in assignment iterations The assignment method was therefore revised to adopt the SATURN approach, which is consistent with that used for other town models. In addition, this approach is particularly useful for improving convergence, which would help in case of increased congestion in the revised model, particularly for forecasting future years. Over a Century of Engineering Excellence - 8 -

12 Bodmin Model Technical Note DO MINIMUM SCENARIO 4.1 Overview The diagram below summarises the process undertaken to produce the 2030 demand matrices. The steps are explained in more detail in the following sections. Committed development Updated 2009 Base Matrix Fuel and income adjustment TEMPRO 2009 household and employment data Background growth using TEMPRO alternative planning data Proposed developments in a future land use scenario Development growth in Bodmin Year 2030 Do Min Matrix Impacts from town sustainable measures Year 2030 Do Something Matrix Figure 4.1: Matrix Development Process 4.2 Initial Matrix The base year (2009) trip matrices were used as the basis for producing the 2030 future year matrices. 4.3 Forecast Year and Scenarios The forecasting year of 2030 aligns with that of other town models in the study. Four land use scenarios were represented in the study as summarised in Table 4.1; the approximate location of the proposed development is illustrated in Appendix A. A detailed list of individual development sites and their scales in different scenarios is included in Appendix B. Land Use Core Central 2 Central 3 High Residential, units 1,608 4,408 4,908 5,049 Business Park B1, sqm 51,945 51,945 51,945 54,945 Hotel, sqm 2,900 2,900 2,900 2,900 Food Retail, sqm 1,680 1,680 1,680 7,719 Retail (local store), sqm 12,159 12,159 12,159 12,159 Primary School, pupils Secondary school, pupils Ind Estate B2, sqm Table 4.1: Future development scenarios for Bodmin for Over a Century of Engineering Excellence - 9 -

13 Bodmin Model Technical Note Committed Developments Based on information from the existing VISUM model, there were 415 committed residential units of which 103 were under construction and 312 had received planning permission up to As the model base year remains unchanged in this exercise, these committed residential developments were also considered in the growth process. 4.5 Preferred Future Development Appendix A outlines the development quantum chosen for each of the four land use scenarios. These have been agreed during discussion with Cornwall Council Trip production, attraction and distribution for each of the proposed development follows a similar method used in the existing VISUM model based on trip rates used in the previous study. 4.6 Background Growth Background traffic growth accounts for increases in traffic volumes regardless due to: TEMPRO background; and Fuel and income adjustment factors. Each of these is discussed below in turn. TEMPRO background growth This mainly accounts for changes in demographic profile in an area, which are represented by numbers of jobs and households as a proxy. In order to obtain the background growth net of the proposed new development, the planning data for the Bodmin area in 2030 has been adjusted to be the same as those in 2009 with an additional 415 households, which are the committed development discussed in the previous section To avoid double counting, future development was removed from TEMPRO before growth factors were extracted; the growth factors therefore represent background traffic growth only, due to underlying growth in the economy, car ownership or trip making. The AM peak TEMPRO background growth from 2009 to 2030 is shown in Table 4.2. Peak Zone Level Name AM After the removal of future development Origin Destination External Country GB External Region Southwest External County Cornwall Internal Authority North Cornwall Internal District Bodmin Table 4.2: Alternative Planning Assumptions for Growth 2009 to 2030 Over a Century of Engineering Excellence

14 Bodmin Model Technical Note The above growth rates were then applied to the base demand matrix by assigning zones in the matrix as internal or external zones, and the movements allocated a growth factor as in Table 4.3 below. Origin / Destination Internal External Internal External Table 4.3: Origin / Destination Background Growth Factors between 2009 and The growth factor to be applied to trips between internal and external zones is based on the growth factors for Bodmin shown in Table 4.2, with trips originating in an external zone being allocated the destination growth factor for Bodmin as in Table 4.2. With those trips originating in Bodmin and ending in an external zone, the origin factor for Bodmin has been applied External to external trips are assigned an average growth factor taken from the Cornwall growth factors in Table 4.2. Internal to Internal trips are based on the average growth factor for Bodmin. Fuel and income adjustment factors In addition to variation in demographic profile, changes in travellers perception of different elements of their trips would also affect future travel demand. One way to account for this is the use of fuel and income adjustment factors following the guidance in Section 5.4 of WebTAG The adjustment made to the above TEMPRO forecasts to account for these changes are derived from fuel and income index at different points of time as detailed in Table 4.4. Year Income Adjustment Factor Fuel Cost Factor Ratio Table 4.4: Fuel and Income Adjustment Factors for growth between 2009 and Table 4.5 shows the estimated background traffic growth after the fuel and income adjustment. These have been used in the forecasting process. Origin / Destination Internal External Internal External Table 4.5: Adjusted Background Factors for growth between 2009 and 2030 Over a Century of Engineering Excellence

15 Bodmin Model Technical Note Do Minimum Demand The trip matrices developed from the above process are the 2030 Do Minimum matrices, which contain background and development traffic growth between 2009 and Table 4.6 shows the overall growth in car related demand between the base year 2009 and the future year of AM Car Trips Core Central 2 Central 3 High Base ,200 16,200 16,200 16,200 Future ,589 24,007 24,240 24,641 Growth in % 39.4% 48.2% 49.6% 52.1% Table 4.6: Traffic Growth in 2030 Model ( ) The HGV growth was estimated using information in NTM 2011 Forecasting. A total of 34.7% growth in HGV traffic is assumed in the study for the period from 2009 to Network Changes The four land use scenarios discussed above are complemented with their corresponding network improvements. They are outlined in Appendix C. The key improvement works are shown below: Scenarios No Location and Description Core Central Central High 3 2/3 2a/3a 1 Launceston Rd / Priory Park (new junction) St Nicholas St (new junction) 12 Dennison / Mill / Bell St 16 Clock Tower (3 arms signal) 17 Boundary Rd 21 Church Square (remove mini roundabout) Dennison / Crockwell / Rhind St (existing) - A30/A38 Callywith Gate 23/27 Northern Link Road Table 4.7: Network Changes / Junction Improvements Table 4.7 introduces the Central 2a and 3a scenarios. These additional scenarios have been created at the request of Cornwall Council, to assess whether the connection through Priory Park between Launceston Road and St Nicholas Street is necessary in order to deliver the proposed developments outlined in Central 2 and 3 scenarios. As a result, Central 2a and 3a have been created to represent the network without the Priory Park link road It should be noted that the High 3 scenario includes the Northern Link Road link from the A30/A38 Callywith Gate junction to the A389 west of Bodmin. This link road is required in the scenario to provide access to the developments to the north of the town. Over a Century of Engineering Excellence

16 Bodmin Model Technical Note DO SOMETHING SCENARIO 5.1 Overview The future year Do Something models have incorporated the impact of the range of transport sustainable measures identified by CC that could form part of the transport strategy. The network changes outlined in Section 4 remain the same For Bodmin, the sustainable measures proposed by Cornwall Council include: Bus Improvements to the town services to increase frequency to between 20 mins and half hourly; Upgrade of bus stops to provide high quality stops and real-time passenger information. Walking / Cycling A well planned network of cycle and pedestrian routes with crossing points will link new housing developments to key attractors including employment retail and education whilst maximising the existing provision of cycle routes; The Camel Trail will be brought into the town centre via a more attractive and level terrain to ensure Bodmin reaps the benefits of the trail; Links will also allow cyclists to access the new trails at Lanhydrock and Cardinham. Pedestrian crossings at: o o o Westheath Avenue / Westheath Road; Higher Bore Street; Carminnow Cross (three crossings). Travel Planning and smarter choices Further details on the methodology used to model the impact of the sustainable measures on vehicle travel are provided in Technical Note 01 Application of Mode Shift. A summary of the methodology is provided in the following sections. 5.2 Methodology Based on the evidence collected from the documents stated below, a matrix type approach was taken, where a high, medium or low level of modal shift was applied depending on the level of sustainable travel options available. The documents used for the evidence base are: Department for Transport Cycle Demonstration Towns Department for Transport Sustainable Towns Study Department for Transport WebTAG Unit (Draft) The level of modal shift was applied to the trip matrices on a zonal basis depending on the type of location as follows: Over a Century of Engineering Excellence

17 Bodmin Model Technical Note 16 New development zones where it is seen that there is a greater opportunity to influence the mode choice patterns of residents Existing internal zones within the towns External zones where only public transport services will be viable alternative to cars (assuming that walk / cycle improvements would not affect longer distance trips) The modal shift factors were only applied to car demand, as goods traffic is not expected to respond to the proposed demand management measures. Table 5.1 highlights the proposed level of modal shift. Mode High Medium Low Cycle/Walking 25% 20% 15% Bus 65% 50% 35% Table 5.1: List of modal shift levels Table 5.2 and Table 5.3 demonstrate the assumed level of modal shift in different areas of the model using the 2001 Census Journey to Work modal shift as a proxy for trips of all purposes. The modal split for sustainable modes such as bus, bike and walking were increased following the assumed changes and the proportions for car users were accordingly reduced. Car Train Bus Motorcycle Bike Walking 2001 Census 78.7% 0.2% 1.1% 1.4% 1.4% 17.2% Increase in external area Medium Low Low Increase in internal area High Medium Medium Increase in development High Medium Medium Table 5.2: Proposed level of modal shift Modal Split Car Train Bus Motorcycle Bike Walking 2001 Census 78.7% 0.2% 1.1% 1.4% 1.4% 17.2% 2030 External area 75.3% 0.2% 1.7% 1.4% 1.7% 19.8% 2030 Internal area 74.2% 0.2% 1.9% 1.4% 1.7% 20.6% 2030 development 74.2% 0.2% 1.9% 1.4% 1.7% 20.6% Table 5.3: Adjusted level of mode shift The adjusted car user proportions were compared against the original split in the 2001 Census to derive the reduction factors in three aforementioned areas as shown below: 2030 External area 0.96; 2030 Internal area 0.94; and 2030 development Over a Century of Engineering Excellence

18 Bodmin Model Technical Note Table 5.4 outlines the resultant modal split from the private car with the sustainable transport strategy in place in comparison to the total car demand in the base and 2030 Do Minimum case. The reduction attributed to the sustainable measures is approximately 4.5%. AM Car Trips Core Central 2 Central 3 High 2009 base 16,200 16,200 16,200 16, Before strategy 22,589 24,007 24,240 24, After strategy 21,579 22,926 23,148 23,529 Table 5.4: Modal shift from private car Do Something Capacity and Delay Maps Using the 2030 trip matrices developed from the above processes which incorporate the impact of the sustainable measures, capacity and delay maps have been produced for the 2030 Do Something scenario. These maps are shown in Appendix D (Figures D1 to D7), with the delay maps in Appendix E (Figures E1 and E7) The capacity maps use the volume over capacity (V/C) results from the 2030 AM VISUM model. The delay results show the delay per vehicle experienced at the junctions The capacity maps show that capacity issues are generally predicted to occur at the following junctions in 2030: A389 Launceston Road / Priory Road priority junction; A389 Dennison Road / Turf Street (Church Square) roundabout; A389 / Westheath Avenue (Clock Tower) roundabout; A389 Westheath Avenue / Boundary Street double mini roundabouts; A389 Dennison Road / Mill Street / Bell Lane The above junctions are those which experience a V/C ratio in excess of 95% in the AM peak period in at least one of the future year scenarios (shown as a red triangle or a black square on the capacity plans) Do Something Demand Flows Appendix F details the AM and PM traffic demand flows, comparing link flow between the base, 2030 Do Minimum and 2030 Do Something models. 5.5 Accident Hotspot List It should be noted that the A389 Launceston Road / Priory Road priority junction features in the list of accident hotspots within Cornwall (as provided by Cornwall Council). It is not considered that any improvement schemes would cause a deterioration in safety at this location, but each scheme should be fully safety audited prior to construction to ensure the existing safety concerns are not exacerbated by the schemes. Over a Century of Engineering Excellence

19 Bodmin Model Technical Note 16 6 JUNCTION CAPACITY ASSESSMENTS 6.1 Overview This section provides the more detailed junction capacity analysis using industry standard modelling tools (ARCADY for roundabouts, LinSig for traffic signals and PICADY for priority junctions) The results of the more detailed assessments may show different performance at the junction than predicted by the VISUM model; it should be noted that the VISUM model is intended to be strategic in nature and is not designed to assess individual junctions in detail. It is therefore considered that more emphasis should be placed on the outputs of the detailed junction assessments. It should also be noted that the results reported in this section are not directly comparable with the capacity maps in the previous sections which use results taken directly from the VISUM model as an initial level assessment Cornwall Council has identified a number of schemes in the town centre of Bodmin. These schemes are considered relevant to address the congestion in town centre, manage the Air Quality Management Area (AQMA) and to mitigate the impact from the potential future development scenarios This section reviews the junction capacity of the following locations: A389 Launceston Road / Priory Road junction; A389 Dennison Road / Turf Street / Priory Road (Church Square) junction; A389 / Westheath Avenue (Clock Tower) junction; A389 Westheath Avenue / Boundary Street junction; A389 Dennison Road / Mill Street / Bell Lane junction; St Nicholas Street junction; A389 Dennison Road / Crockwell Street / Rhind Street junction; A30 / A38 Callywith Gate junction As outlined above in Section 4.8, each land use scenario identifies its own set of junction improvements. The capacity assessment for each junction location is discussed separately, but corresponds to whether the junction is identified for improvements or remains in its existing layout. For example: St Nicholas Street junction is only assessed and reported for Central 2 and 3 scenarios when the Priory Park link road is in place. On the other scenarios where Priory Park link road does not exist, St Nicholas Street is a through route without any junction. Over a Century of Engineering Excellence

20 Bodmin Model Technical Note A389 Launceston Road / Priory Road Junction The existing A389 Launceston Road / Priory Road is a priority junction. As identified in section 4.8, the existing layout has been assessed for the Base Year (2009), Core Strategy, and High 3 scenarios. In addition, the existing layout is also applicable to Central 2a and 3a scenarios, where the Priory Park link is not included The proposed improvement for A389 Launceston Road / Priory Road is shown in Appendix G (as Drawing C07307_F_002). The proposed scheme, prepared by Cornwall Council, consists of a double roundabout configuration. The eastern roundabout connects the A389 Launceston Road and Priory Road; the western roundabout connects Priory Road and the link road through Priory Park. The distance between the two roundabouts is in the order of 80m. The access road through Priory Park would eventually connect to St. Nicholas Street via a new signal controlled junction. The proposed scheme has been assessed for the Central 2 and 3 scenarios Table 6.1 shows the performance of the A389 Launceston Road / Priory Road junction. The results are shown for the AM peak in the base year and The results show that the existing junction layout operates within capacity in the base year. However, by 2030 the existing junction is predicted to operate above capacity in the AM peak period all scenarios. The exception is High 3 scenario where the Northern Link Road provides alternative routes for the traffic demand. For those scenarios operating above capacity, long queues are predicted on the A389 Launceston Road southbound approach The result of the proposed roundabout improvements for the Central 2 and 3 scenarios suggests that the improved double roundabout junction would generally operate within capacity. Over a Century of Engineering Excellence

21 Bodmin Model Technical Note 16 Layout Approach V / C Existing Existing Proposed Proposed Existing Existing Base Year (2009) AM Delay (sec / veh) Queue (veh) A389 Launceston A389 Priory East Park Access A389 Priory West A389 Priory W Diverge Core Strategy A389 Launceston A389 Priory East Park Access A389 Priory West A389 Priory W Diverge Central 2 * A389 Launceston A389 Priory East Internal Internal Park Access A389 Priory West Central 3 * A389 Launceston A389 Priory East Internal Internal Park Access A389 Priory West Central 2a A389 Launceston A389 Priory East Park Access A389 Priory West A389 Priory W Diverge Central 3a A389 Launceston A389 Priory East Park Access A389 Priory West A389 Priory W Diverge Over a Century of Engineering Excellence

22 Bodmin Model Technical Note High 3 + A389 Launceston A389 Priory East Existing Park Access A389 Priory West A389 Priory W Diverge Table 6.1: A389 Launceston Road / Priory Road Junction Performance * Includes improvement scheme + Includes Northern Link Road 6.3 A389 Dennison Road / Turf Street / Priory Road (Church Square) Junction The existing A389 Dennison Rd/Turf St/Priory Rd (Church Square) junction is a mini roundabout. As identified in section 4.8, the existing mini roundabout has been assessed for the Base Year (2009), Core Strategy and High 3 scenarios Church Square is the focus of the town centre enhancement. Cornwall Council acknowledges the existing A389 road alignment, width and the mini roundabout restrict traffic from passing through the town centre in a relatively free flow manner. This causes an adverse impact to the already declared AQMA The proposed scheme, prepared by Cornwall Council, removes the existing mini roundabout at Church Square; Turf Street would therefore have restricted access and pedestrianisation. The A389 is retained as a through route, without a junction, and as a result does not require further junction capacity assessment at Church Square. However, the existing Church Lane priority junction to the east of Church Square would be signalised while the pedestrian crossing facility is improved. The schemes are included in Appendix G (as Drawings C07307_F_004 and C07307_F_003). The Church Lane signalised junction has been assessed for the Central 2, 3, 2a and 3a scenarios Table 6.2 shows the performance of Church Square in the AM peak the base year and The junction capacity assessments show that the existing mini roundabout operates above capacity in both the base and future scenarios. However, once the mini roundabout is removed, the proposed layout for Church Lane and the adjacent pedestrian crossing would operate within capacity. Over a Century of Engineering Excellence

23 Bodmin Model Technical Note 16 Layout Approach V / C Existing Existing Proposed Proposed Proposed Proposed Existing Base Year (2009) AM Delay (sec / veh) Queue (veh) Priory Road Turf Street Dennison Road Core Strategy Priory Road Turf Street Dennison Road Central 2 * Priory Road West Church Lane Priory Road East Central 2a * Priory Road West Church Lane Priory Road East Central 3 * Priory Road West Church Lane Priory Road East Central 3a * Priory Road West Church Lane Priory Road East High 3 + Priory Road Turf Street Dennison Road Table 6.2: Church Square, Church Lane Junction Performances * Includes improvement scheme + Includes Northern Link Road Over a Century of Engineering Excellence

24 Bodmin Model Technical Note A389 / Westheath Avenue (Clock Tower) Junction The existing Clock Tower junction consists of a double mini roundabout, connecting 5 roads. As identified in section 4.8, the existing double mini configuration has been assessed for the Base Year (2009), Core Strategy and High 3 scenarios The proposed scheme, prepared by Cornwall Council, consolidates the approach side roads. The scheme only provides connection to the A389 St Leonard s, Westheath Avenue and Barn Lane; existing connections with Dunmere Road and St Mary s Road would be severed. The proposed scheme is a signal controlled junction with pedestrian crossing facilities. The scheme is included in Appendix G (as Drawing C07307_F_006). This signalised layout has been assessed for the Central 2, 3, 2a and 3a scenarios Table 6.3 below shows the performance of the Clock Tower junction in the AM peak in the base year and The junction capacity assessments show that the existing double mini roundabout junction at Clock Tower operates within capacity in the base year. However, this junction is expected to operate above capacity in the Core Strategy and High 3 future scenarios in The signalised improvement is predicted to operate within capacity for the Central scenarios in Over a Century of Engineering Excellence

25 Bodmin Model Technical Note 16 Layout Approach V / C Existing Existing Proposed Proposed Proposed Proposed Existing Base Year (2009) AM Delay (sec / veh) Queue (veh) St Leonards Barn Lane St Mary Westheath Ave Dunmere Rd Core Strategy St Leonards Barn Lane St Mary Westheath Ave Dunmere Rd Central 2 * St Leonards Barn Lane Westheath Ave Central 2a * St Leonards Barn Lane Westheath Ave Central 3 * St Leonards Barn Lane Westheath Ave Central 3a * St Leonards Barn Lane Westheath Ave High 3 + St Leonards Barn Lane St Mary Westheath Ave Dunmere Rd Table 6.3: Clock Tower Junction Performance * Includes improvement scheme + Includes Northern Link Road Over a Century of Engineering Excellence

26 Bodmin Model Technical Note A389 Westheath Avenue / Boundary Road Junction The existing A389 Westheath Avenue / Boundary Road junction is a double mini roundabout. As identified in section 4.8, the existing double mini configuration has been assessed for the Base Year (2009), Core Strategy and High 3 scenarios Cornwall Council have requested that an improvement would be needed as part of the off-site works associated with the emerging development along Boundary Road, between Dunmere Road and Westheath Avenue. At this stage, no access strategy for the development has been made available and no improvement scheme at Westheath Avenue has been identified. It is very likely that an improvement scheme would replace the existing double mini roundabout layout with a 4 arm junction. It is assumed that this improvement would be provided by the developers In view of the improvement scheme is not available, no assessments have been undertaken for the Central scenarios at this junction Table 6.4 below shows the performance of the existing junction layout in the AM peak for the base year and The junction capacity assessments show that the existing double mini roundabout currently operates within capacity in the base year. However, with future traffic growth from the proposed development, the junction is predicted to operate at capacity in the AM peak period in The improvement scheme at this location would need to accommodate the diverted traffic from Dunmere Road (as a result of the Clock Tower scheme), which is likely to result in a larger junction footprint, works and costs. Over a Century of Engineering Excellence

27 Bodmin Model Technical Note 16 Layout Approach V / C Existing Existing Existing Base Year (2009) AM Delay (sec / veh) Queue (veh) Westheath North Internal North Boundary Rd Internal South Westheath Rd Westheath South Core Strategy Westheath North Internal North Boundary Rd Internal South Westheath Rd Westheath South High 3 + Westheath North Internal North Boundary Rd Internal South Westheath Rd Westheath South Table 6.4: A389 Westheath Avenue / Boundary Road Junction Performance * Includes improvement scheme + Includes Northern Link Road Over a Century of Engineering Excellence

28 Bodmin Model Technical Note A389 Dennison Rd / Mill St / Bell Lane Junction The existing A389 Dennison Rd / Mill Street / Bell Lane junction is a priority crossroad. Although the central hatching on Dennison Road forms a narrow ghost island, it is considered too narrow to accommodate a right turning lane. Therefore, right turning traffic from the mainline is expected to impede ahead traffic No proposed improvement has been identified at this location. Therefore, the existing priority junction has been assessed for all scenarios Table 6.5 shows the performance of the junction in the AM peak for the base year and The results show that the existing A389 Dennison Road / Mill St / Bell Lane junction would operate within capacity in the base year. However, the existing junction would operate at or over capacity in all future scenarios in An improvement scheme should therefore be considered to accommodate the future traffic demand. Over a Century of Engineering Excellence

29 Bodmin Model Technical Note 16 Layout Approach V / C Existing Existing Existing Existing Existing Existing Existing Base Year (2009) AM Delay (sec / veh) Queue (veh) Bell Lane Dennison Rd East Mill St Dennison Rd West Core Strategy Bell Lane Dennison Rd East Mill St Dennison Rd West Central 2 * Bell Lane Dennison Rd East Mill St Dennison Rd West Central 2a * Bell Lane Dennison Rd East Mill St Dennison Rd West Central 3 * Bell Lane Dennison Rd East Mill St Dennison Rd West Central 3a * Bell Lane Dennison Rd East Mill St Dennison Rd West High 3 + Bell Lane Dennison Rd East Mill St Dennison Rd West Table 6.5: A389 Dennison Road / Mill St / Bell Lane Junction Performance * Includes improvement scheme + Includes Northern Link Road Over a Century of Engineering Excellence

30 Bodmin Model Technical Note B3268 St Nicholas Street Junction The B3268 St Nicholas Street junction connects to the link road through Priory Park development. The proposed scheme is a signalised junction with pedestrian crossing facilities. The scheme is included in Appendix G (as Drawing C07307_F_005). As identified in section 4.8, the proposed junction has been assessed for Central 2 and 3 scenarios. No assessments are needed for the other scenarios as St Nicholas Street would be a through route with no junction The traffic forecasts show that the main traffic movements are between St Nicholas Road South and the Priory Park link road. This is expected as the town centre enhancement work would heavily restrict the through movements to Crinnick s Hill / Turf Street. In effect, St Nicholas Street North would become the minor arm of the junction in terms of traffic demand Table 6.6 shows the performance of the improvement option in the AM peak period in Junction Approach V / C St Nicholas Street St Nicholas Street 2030 Central 2 * AM Delay (sec / veh) Queue (veh) St Nicholas North Priory Park Rd St Nicholas South Central 3 * St Nicholas North Priory Park Rd St Nicholas South Table 6.6: St Nicholas Street Junction Performance * Includes improvement scheme The assessment show that the proposed junction at St Nicholas Street would operate within capacity in the assessed scenarios. It is believed that the pedestrian crossings can operate without interrupting traffic movements, due to the lightly trafficked St Nicholas Street North; pedestrians are able to cross the road more freely without relying on the designated crossing point. Over a Century of Engineering Excellence

31 Bodmin Model Technical Note A389 Dennison Road / Crockwell Street / Rhind Street Junction The town centre enhancement works propose to reverse the direction of travel on Crockwell Street to southbound only. The existing puffin crossing and the priority junction arrangement with Rhind Street would be retained. As identified in section 4.8, the proposed junction has been assessed for the Central 2, 3, 2a and 3a scenarios only Table 6.7 shows the performance of the improvement option in the AM peak period in Layout Approach V / C Proposed Proposed Proposed Proposed 2030 Central 2 * AM Delay (sec / veh) Queue (veh) Dennison W/B Dennison E/B Rhind Street Central 2a * Dennison W/B Dennison E/B Rhind Street Central 3 * Dennison W/B Dennison E/B Rhind Street Central 3a * Dennison W/B Dennison E/B Rhind Street Table 6.7: A389 Dennison / Crockwell / Rhind Street Junction Performance * Includes improvement scheme The assessment shows that the proposed pedestrian crossing and priority junction with Rhind Street are predicted to operate within capacity in Over a Century of Engineering Excellence

32 Bodmin Model Technical Note A30/A38 Callywith Gate A junction improvement scheme at A30/A38 Callywith Gate has been development by Cormac on behalf of Cornwall Council. The proposed A30/A38 Callywith Gate junction improvement replaces the existing priority arrangement with a 4 arm roundabout (one arm is an exit only arm for A38 northbound on-slip road). The proposed scheme is included in Appendix G (as Drawing C07307_F_008) As identifed in section 4.8, the improvement scheme is assessed for all future scenarios Table 6.8 shows the performance of the improvement option in the AM peak period in Layout Approach V / C Proposed Proposed Proposed Proposed Proposed Proposed 2030 Core Strategy * AM Delay (sec / veh) Queue (veh) A38 S/B Off Slip A38 Launceston Rd Old Callywith Rd Central 2 * A38 S/B Off Slip A38 Launceston Rd Old Callywith Rd Central 2a * A38 S/B Off Slip A38 Launceston Rd Old Callywith Rd Central 3 * A38 S/B Off Slip A38 Launceston Rd Old Callywith Rd Central 3a * A38 S/B Off Slip A38 Launceston Rd Old Callywith Rd High 3 + A38 S/B Off Slip A38 Launceston Rd Old Callywith Rd Table 6.8: A30 / A38 Callywith Gate Junction Performance * Includes improvement scheme + Includes Northern Link Road Table 6.8 shows that the improved Callywith Gate junction would be able to accommodate future traffic demands in all scenarios. Over a Century of Engineering Excellence

33 Bodmin Model Technical Note The junction capacity assessment has currently been setup as a single roundabout at Callywith Gate. It is acknowledged that the emerging developments just west of Callywith Gate may come forward; access to these developments would be via a second roundabout to the west. When these developments come forward, the junction capacity assessment would need to be extended to include both junctions It should be noted that the High 3 scenario includes the Northern Link Road Summary The junction capacity assessments have been undertaken at these locations: A389 Launceston Road / Priory Road junction; A389 Dennison Road / Turf Street / Priory Road (Church Square) junction; A389 / Westheath Avenue (Clock Tower) junction; A389 Westheath Avenue / Boundary Street junction; A389 Dennison Road / Mill Street / Bell Lane junction; St Nicholas Street junction; A389 Dennison Road / Crockwell Street / Rhind Street junction; A30 / A38 Callywith Gate junction The junction performances are summarised below: Base Core Central Central Central Central High a 3a Launceston/Priory = = Church Square Clock Tower = Boundary Street = N/A N/A N/A N/A Dennison/Mill/Bell = = = St Nicholas St N/A N/A N/A N/A N/A Crockwell N/A N/A N/A Callywith Gate N/A Key: within capacity, = at capacity, over capacity, N/A not applicable Table 6.9: Junction Performances The junction capacity assessments detailed in this section demonstrate that capacity improvements identified and prepared by Cormac would mitigate the additional traffic demand for all future scenarios. However, if the junction improvement works are not forthcoming, some junctions will not be able to cope with the traffic demand A number of junctions have not been included in this assessment exercise. For example: the internal network (link road) through Priory Park and the northern roundabout at Callywith Gate. These junctions have been omitted as it is assumed suitable improvements can be found to accommodate future traffic demand. Over a Century of Engineering Excellence

34 Bodmin Model Technical Note 16 7 RECOMMENDATIONS 7.1 Land Use Strategy Selection The junction capacity assessments in Section 6 have highlighted the pros and cons of various land use scenarios. The level of service offered by the package of transport measures associated with the land use scenarios varies; with the majority of schemes able to mitigate the additional traffic demand. In order to recommend the most suitable land use scenario(s) and its associated transport package, each land use scenarios is considered in turn and their merits highlighted. Land Use Scenarios Base Demand Core Strategy Central 2 Central 3 Central 2a Central 3a High 3 Key Highlights Most of the road network is operating within capacity, with the exception of Church Square. Delivering this strategy with virtually no junction improvements would not be acceptable and is likely to lead to congestion in many parts of Bodmin. Delivering this scenario with the associated improvement schemes would be acceptable. Delivering this scenario with the associated improvement schemes would be acceptable. Delivering this scenario without the Priory Park link road would create congestion at Launceston Road / Priory Road junction, which is not acceptable. Delivering this scenario without the Priory Park link road would create congestion at Launceston Road / Priory Road junction, which is not acceptable. Delivering this scenario relies on the implementation of the Northern Link Road. This piece of infrastructure, in the order of 4km, could be difficult to finance and deliver. Table 7.1: Land Use Scenario Highlights On balance, the Central 2 and 3 scenarios with the transport package appear to be the most favourable. The strategy elements are detailed below in Table 7.2. Over a Century of Engineering Excellence

35 Bodmin Model Technical Note 16 Location Scheme Cost Estimate Priory Park link A389 Dennison Road / Turf Street / Priory Road (Church Square) B3268 Crinnick s Hill / Turf Street / Car Park accesses A389 / Westheath Avenue (Clock Tower) A389 Launceston Road / Priory Road junction B3268 St. Nicholas Street / Priory Park junction A389 Priory Road / Church Lane junction A30/ A38 Launceston Road Callywith Gate Roundabout Respryn Road Railway Bridge B3268 Lostwithiel Road / Halgavor Park Roundabout Lostwithiel Road link A389 Westheath Avenue / Boundary Road junction Provide a strategic link through the park to alleviate the need for traffic to travel through the congested town centre (Church Square). The link will also provide a link to St Petroc s School Removal of mini roundabout to create restricted access priority junction to reduce congestion and improve public transport access Restrict access to help alleviate congestion at the Church Square and improve the public realm space Traffic signals and the removal of 2 arms of the roundabout to reduce congestion and provide safer crossing conditions for pedestrians Improve the right turn manoeuvre from Launceston Road onto Priory Road and to the new Priory Park link. Pedestrian crossing facilities will be a key element of the work undertaken. New junction with traffic signals and pedestrian crossings to allow the traffic to enter Nicholas Street with minimum impact. Improved access onto Priory Road including public transport access. Pedestrians would be catered for with a new crossing to facilitate active travel. Improved access to employment sites to the north of the town as well as housing development sites. New bridge over the railway line to provide access to new development sites to the south of the town as well as an alternative access to Bodmin town centre from the south Improvements to the roundabout to ease the flow of traffic and improved facilities for public transport passengers New link onto Lostwithiel Road with an improved and a new roundabout. Improvements as part of development off-site works Table 7.2: Strategy Elements *costs to be checked by Cormac* 4,122, , , ,000 1,598, , ,000 2,600,000 1,000,000 Committed Scheme 770,000 Developer * Please note the cost estimates exclude land costs (including compensation), design and supervision, inflation, VAT or diversion to any underground stats or services. An allowance of 45% has been added in respect of risk / contingency to reflect the outline nature of the design at this stage. 7.2 Summary The capacity assessments have demonstrated that the proposed schemes are predicted to operate within capacity in the 2030 AM peak period with the level of development proposed in the Central 2 and 3 land use scenarios. There is a minor concern that the proposed A389 Launceston Road / Priory Roundabouts solution may be operating at capacity and that would not be able to provide headroom beyond the plan period. It is recommended that the proposed design be further amended prior to construction to ensure adequate capacity is provided to accommodate the predicted level of future demand. Over a Century of Engineering Excellence

36 Bodmin Model Technical Note 16 8 TRANSPORT STRATEGY 8.1 Summary This note has documented the strategic and detailed traffic modelling assessments that have been undertaken to assess the impact of future development proposals within Bodmin on the local and strategic highway network. The modelling has included an assessment of a package of suitable transport measures aimed at encouraging sustainable travel and reducing car usage From the assessment work, the recommended measures to form part of the transport strategy are: Committed highway improvement schemes (either as part of the current LTP3 Implementation Plan or secured through consented development) at: o Morrisons Roundabout and bus stop. Bus Improvements to the town services to increase frequency to between 20 mins and half hourly; Upgrade of bus stops to provide high quality stops and real-time passenger information. Walking / Cycling A well planned network of cycle and pedestrian routes with crossing points will link new housing developments to key attractors including employment retail and education whilst maximising the existing provision of cycle routes; The Camel Trail will be brought into the town centre via a more attractive and level terrain to ensure Bodmin reaps the benefits of the trail; Links will also allow cyclists to access the new trails at Lanhydrock and Cardinham. Pedestrian crossings at: o o o Westheath Avenue/ Westheath Road; Higher Bore Street; Carminnow Cross (three crossings). Travel Planning and smarter choices. Highways Priory Park link road; Junction improvements at: o o o o o o o A389 Dennison Road / Turf Street / Priory Road (Church Square); A389 Priory Road / Church Lane junction; B3268 Crinnick s Hill / Turf Street / Car Park accesses; A389 / Westheath Avenue (Clock Tower); A389 Launceston Road / Priory Road junction B3268 Nicholas Street / Priory Park junction; A30 / A38 Launceston Road Callywith Gate Roundabout; Over a Century of Engineering Excellence

37 Bodmin Model Technical Note 16 o o o o Respryn Road Railway Bridge; B3268 Lostwithiel Road / Halgavor Park Roundabout; A389 Westheath Avenue / Boundary Road junction; Morrisons Roundabout (and bus stop) The assessment work concludes that these measures would allow land use scenarios Central 2 and 3 in Bodmin to come forward without compromising the operation of the local and strategic highways network. Over a Century of Engineering Excellence

38 Bodmin Town Model Technical Note 16 Appendix A Proposed Future Development Locations Over a Century of Engineering Excellence

39 21/08/2012 Northern Western Central Eastern Note Town Centre Proposals Employment Proposals Housing Copyri ight Parsons Brinckerhoff 2012 CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Bodmin Future Development Plan - Scenario - Core DATE Jul-12 DRAFT Figure A1 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

40 21/08/2012 Western Northern Central Eastern Note Town Centre Proposals Employment Proposals Housing Copyri ight Parsons Brinckerhoff 2012 CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Bodmin Future Development Plan - Scenario - High DATE Jul-12 DRAFT Figure A2 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

41 22/08/2012 Western Northern Central Eastern Note Town Centre Proposals Employment Proposals Housing Copyri ight Parsons Brinckerhoff 2012 CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Bodmin Future Development Plan - Scenario - Central 2 DATE Jul-12 DRAFT Figure A3 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

42 21/08/2012 Western Northern Central Eastern Note Town Centre Proposals Employment Proposals Housing Copyri ight Parsons Brinckerhoff 2012 CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Bodmin Future Development Plan - Scenario - Central 3 DATE Jul-12 DRAFT Figure A4 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

43 Bodmin Town Model Technical Note 16 Appendix B Proposed Future Development Quanta Over a Century of Engineering Excellence

44 Core Masterplan Site Name VISUM Zone Land Use Size Unit Dennison Car Park 46 Retail (local store) 3,000 sqm Dennison Car Park 46 Residential 60 units Prior Park 34 Business Park B1 4,645 sqm Former County Hall 46 Retail (local store) 1,394 sqm Former County Hall 46 Residential 20 units Texaco Garage 46 Retail (local store) 1,200 sqm Texaco Garage 46 Business Park B1 2,400 sqm West End Motors Site 28 Business Park B1 1,590 sqm Existing Sainsbury Site 45 Residential 47 units Existing Sainsbury Site 45 Hotel 2,900 sqm Asda-nonfood 41 Retail (local store) 3,065 sqm Fast food and drive through 41 fast food-drive through 180 sqm LIDL 29 Food Retail 1,500 sqm Primary school 37 Primary School 250 pupils (primary) St Lawrence site (Beacon Tech) 4 Business Park B1 15,000 sqm Cooksland Road B1 41 Business Park B1 4,200 sqm Cooksland Road B2 41 Ind Estate B2 632 sqm Walker Lines Phase 1 40 Business Park B1 1,960 sqm Walker Lines Phase 2 40 Business Park B1 900 sqm Callywith Gate (SIF) 41 Business Park B1 18,000 sqm New police staion 40 Business Park B1 3,250 sqm Site A (adj new Police Station) 39 Ind Estate B2 - sqm Henry Boot 4 Retail (local store) 3,500 sqm New Res at zone 5 5 Residential 200 units Residential expansion area A 4 Residential 42 units Residential expansion area B 27 Residential 58 units Residential expansion area C 41 Residential 176 units Residential expansion area E 39 Residential 700 units Residential expansion area E 37 Residential 109 units Residential expansion area F 13 Residential 184 units Barn Lane Site 10 Residential 12 units

45 Growth Masterplan Site Name VISUM Zone Land Use Size Unit Dennison Car Park 46 Retail (local store) 3,000 sqm Dennison Car Park 46 Residential 60 units Prior Park 34 Business Park B1 4,645 sqm Former County Hall 46 Retail (local store) 1,394 sqm Former County Hall 46 Residential 20 units Texaco Garage 46 Retail (local store) 1,200 sqm Texaco Garage 46 Business Park B1 2,400 sqm West End Motors Site 28 Business Park B1 1,590 sqm Existing Sainsbury Site 45 Residential 179 units Existing Sainsbury Site 45 Hotel 2,900 sqm Asda-nonfood 41 Retail (local store) 3,065 sqm Fast food and drive through 41 fast food-drive through 180 sqm LIDL 29 Food Retail 1,500 sqm Primary school 37 Primary School 250 pupils (primary) St Lawrence site (Beacon Tech) 4 Business Park B1 15,000 sqm Cooksland Road B1 41 Business Park B1 4,200 sqm Cooksland Road B2 41 Ind Estate B2 632 sqm Walker Lines Phase 1 40 Business Park B1 1,960 sqm Walker Lines Phase 2 40 Business Park B1 900 sqm Callywith Gate (SIF) 41 Business Park B1 18,000 sqm New police staion 40 Business Park B1 3,250 sqm Site A (adj new Police Station) 39 Ind Estate B2 - sqm Henry Boot 4 Retail (local store) 3,500 sqm New Res at zone 5 5 Residential 200 units Residential expansion area A 4 Residential 42 units Residential expansion area B 27 Residential 58 units Residential expansion area C 41 Residential 176 units Residential expansion area E 39 Residential 700 units Residential expansion area E 37 Residential 109 units Residential expansion area F 13 Residential 184 units Barn Lane Site 10 Residential 12 units New food store to replace Sainsbury 4 Food Retail 6,039 sqm Land West of Texaco Garage 11 Residential 20 units Topps Tile site 11 Residential 10 units BT exchange Site 33 Business Park B1 3,000 sqm 2nd Primary school 37 Primary School 250 pupils (primary) Secondary school 5 Secondary school 600 pupils (secondary) Residential expansion area G 5 Residential 1,300 units Residential expansion area H 49 Residential 52 units Residential expansion area H 6 Residential 52 units Residential expansion area I 48 Residential 1,665 units Residential expansion area J 44 Residential 210 units

46 Central2 Masterplan Site Name VISUM Zone Land Use Size Unit Dennison Car Park 46 Retail (local store) 3,000 sqm Dennison Car Park 46 Residential 60 units Prior Park 34 Business Park B1 4,645 sqm Former County Hall 46 Retail (local store) 1,394 sqm Former County Hall 46 Residential 20 units Texaco Garage 46 Retail (local store) 1,200 sqm Texaco Garage 46 Business Park B1 2,400 sqm West End Motors Site 28 Business Park B1 1,590 sqm Existing Sainsbury Site 45 Residential 47 units Existing Sainsbury Site 45 Hotel 2,900 sqm Asda-nonfood 41 Retail (local store) 3,065 sqm Fast food and drive through 41 fast food-drive through 180 sqm LIDL 29 Food Retail 1,500 sqm Primary school 37 Primary School 250 pupils (primary) St Lawrence site (Beacon Tech) 4 Business Park B1 15,000 sqm Cooksland Road B1 41 Business Park B1 4,200 sqm Cooksland Road B2 41 Ind Estate B2 632 sqm Walker Lines Phase 1 40 Business Park B1 1,960 sqm Walker Lines Phase 2 40 Business Park B1 900 sqm Callywith Gate (SIF) 41 Business Park B1 18,000 sqm New police staion 40 Business Park B1 3,250 sqm Site A (adj new Police Station) 39 Ind Estate B2 - sqm Henry Boot 4 Retail (local store) 3,500 sqm New Res at zone 5 5 Residential 200 units Residential expansion area A 4 Residential 42 units Residential expansion area B 27 Residential 58 units Residential expansion area C 41 Residential 176 units Residential expansion area E 39 Residential 700 units Residential expansion area E 37 Residential 109 units Residential expansion area F 13 Residential 184 units Barn Lane Site 10 Residential 12 units New dev at the South 40 Residential 500 units Secondary school 5 Secondary school 600 pupils (secondary) Residential expansion area G 5 Residential 1,300 units Residential expansion area I 48 Residential 1,000 units

47 Central3 Masterplan Site Name VISUM Zone Land Use Size Unit Dennison Car Park 46 Retail (local store) 3,000 sqm Dennison Car Park 46 Residential 60 units Prior Park 34 Business Park B1 4,645 sqm Former County Hall 46 Retail (local store) 1,394 sqm Former County Hall 46 Residential 20 units Texaco Garage 46 Retail (local store) 1,200 sqm Texaco Garage 46 Business Park B1 2,400 sqm West End Motors Site 28 Business Park B1 1,590 sqm Existing Sainsbury Site 45 Residential 47 units Existing Sainsbury Site 45 Hotel 2,900 sqm Asda-nonfood 41 Retail (local store) 3,065 sqm Fast food and drive through 41 fast food-drive through 180 sqm LIDL 29 Food Retail 1,500 sqm Primary school 37 Primary School 250 pupils (primary) St Lawrence site (Beacon Tech) 4 Business Park B1 15,000 sqm Cooksland Road B1 41 Business Park B1 4,200 sqm Cooksland Road B2 41 Ind Estate B2 632 sqm Walker Lines Phase 1 40 Business Park B1 1,960 sqm Walker Lines Phase 2 40 Business Park B1 900 sqm Callywith Gate (SIF) 41 Business Park B1 18,000 sqm New police staion 40 Business Park B1 3,250 sqm Site A (adj new Police Station) 39 Ind Estate B2 - sqm Henry Boot 4 Retail (local store) 3,500 sqm New Res at zone 5 5 Residential 200 units Residential expansion area A 4 Residential 42 units Residential expansion area B 27 Residential 58 units Residential expansion area C 41 Residential 176 units Residential expansion area E 39 Residential 700 units Residential expansion area E 37 Residential 109 units Residential expansion area F 13 Residential 184 units Barn Lane Site 10 Residential 12 units New dev at the South 40 Residential 500 units Secondary school 5 Secondary school 600 pupils (secondary) Residential expansion area G 5 Residential 1,300 units Residential expansion area I 48 Residential 1,500 units

48 Bodmin Town Model Technical Note 16 Appendix C Proposed Future Network Changes Over a Century of Engineering Excellence

49 22/08/ / / Copyright Parsons Brinckerhoff 2012 No Description Scenarios Core Central 2/3 Central 2a/3a High 3 1 Priory Park connection between Priory Rd and St Nicholas St 2 Launceston Rd / Cooksland Ln Roundabout 3 Police station link 7 Conversion of Clock Tower Junction to a 4-arm signal 11 Priory Park Car Park Link 12 Turf St / Priory Rd / Pool St Roundabout improvements 14 Cookslands Rd / Priory Rd Roundabout 16 Conversion of Clock Tower Junction to a 3-arm signal 17 New connection between Dunmere Road and Westheath Ave 21 Turf St pedestrianisation, Crockwell St reversal, addition of signals 23 Northern Link Rd 27 Disconnection of Northern Link Rd* * Update not present in the reported scenarios CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Bodmin Transport Model Future Network Changes DATE Aug-12 SCALE Not to Scale DRAFT Figure C1 Issue: 1 PRODUCED SP CHECKED IB APPROVED IB Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

50 Bodmin Town Model Technical Note 16 Appendix D Capacity Maps Over a Century of Engineering Excellence

51 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the maximum ratio of volume over capacity for all arms at selected junctions. < 85% 85% < 95% 95% < 105% 105% CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Capacity Key Junctions: Bodmin AM - Base DATE Aug-12 SCALE Not to Scale DRAFT Figure D1 Issue: 1 PRODUCED LL CHECKED SP APPROVED IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

52 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the maximum ratio of volume over capacity for all arms at selected junctions. < 85% 85% < 95% 95% < 105% 105% CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Capacity Key Junctions: Bodmin AM - Scenario Core DATE Aug-12 SCALE Not to Scale DRAFT Figure D2 Issue: 1 PRODUCED LL CHECKED SP APPROVED IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

53 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the maximum ratio of volume over capacity for all arms at selected junctions. < 85% 85% < 95% 95% < 105% 105% CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Capacity Key Junctions: Bodmin AM - Scenario High 3 DATE Aug-12 SCALE Not to Scale DRAFT Figure D3 Issue: 1 PRODUCED LL CHECKED SP APPROVED IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

54 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the maximum ratio of volume over capacity for all arms at selected junctions. < 85% 85% < 95% 95% < 105% 105% CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Capacity Key Junctions: Bodmin AM - Scenario Central 2 DATE Aug-12 SCALE Not to Scale DRAFT Figure D4 Issue: 1 PRODUCED LL CHECKED SP APPROVED IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

55 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the maximum ratio of volume over capacity for all arms at selected junctions. < 85% 85% < 95% 95% < 105% 105% CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Capacity Key Junctions: Bodmin AM - Scenario Central 2A DATE Aug-12 SCALE Not to Scale DRAFT Figure D5 Issue: 1 PRODUCED LL CHECKED SP APPROVED IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

56 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the maximum ratio of volume over capacity for all arms at selected junctions. < 85% 85% < 95% 95% < 105% 105% CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Capacity Key Junctions: Bodmin AM - Scenario Central 3 DATE Aug-12 SCALE Not to Scale DRAFT Figure D6 Issue: 1 PRODUCED LL CHECKED SP APPROVED IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

57 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the maximum ratio of volume over capacity for all arms at selected junctions. < 85% 85% < 95% 95% < 105% 105% CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Capacity Key Junctions: Bodmin AM - Scenario Central 3A DATE Aug-12 SCALE Not to Scale DRAFT Figure D7 Issue: 1 PRODUCED LL CHECKED SP APPROVED IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

58 Bodmin Town Model Technical Note 16 Appendix E Delay Maps Over a Century of Engineering Excellence

59 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the turning delays (in seconds per pcu) traffic through a junction. < < < CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Delay Key Junctions: Bodmin AM - Base DATE Aug-12 DRAFT Figure E1 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com K:\TRANSPORT\HLV\285300FN-HLV Bodmin\03_Model\Capacity Map\Bodmin_Capacity maps.xlsx

60 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the turning delays (in seconds per pcu) traffic through a junction. < < < CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Delay Key Junctions: Bodmin AM - Scenario Core DATE Aug-12 DRAFT Figure E2 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com K:\TRANSPORT\HLV\285300FN-HLV Bodmin\03_Model\Capacity Map\Bodmin_Capacity maps.xlsx

61 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the turning delays (in seconds per pcu) traffic through a junction. < < < CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Delay Key Junctions: Bodmin AM - Scenario High 3 DATE Aug-12 DRAFT Figure E3 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com K:\TRANSPORT\HLV\285300FN-HLV Bodmin\03_Model\Capacity Map\Bodmin_Capacity maps.xlsx

62 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the turning delays (in seconds per pcu) traffic through a junction. < < < CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Delay Key Junctions: Bodmin AM - Scenario Central 2 DATE Aug-12 DRAFT Figure E4 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com K:\TRANSPORT\HLV\285300FN-HLV Bodmin\03_Model\Capacity Map\Bodmin_Capacity maps.xlsx

63 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the turning delays (in seconds per pcu) traffic through a junction. < < < CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Delay Key Junctions: Bodmin AM - Scenario Central 2A DATE Aug-12 DRAFT Figure E5 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com K:\TRANSPORT\HLV\285300FN-HLV Bodmin\03_Model\Capacity Map\Bodmin_Capacity maps.xlsx

64 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the turning delays (in seconds per pcu) traffic through a junction. < < < CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Delay Key Junctions: Bodmin AM - Scenario Central 3 DATE Aug-12 DRAFT Figure E6 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com K:\TRANSPORT\HLV\285300FN-HLV Bodmin\03_Model\Capacity Map\Bodmin_Capacity maps.xlsx

65 Copyright Parsons Brinckerhoff /08/2012 Junction Capacity Key Values equate to the turning delays (in seconds per pcu) traffic through a junction. < < < CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Junction Delay Key Junctions: Bodmin AM - Scenario Central 3A DATE Aug-12 DRAFT Figure E7 Issue: 1 SCALE PRODUCED CHECKED APPROVED Not to Scale LL SP IB E2 UE1 UE2 UE3 UE4 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com K:\TRANSPORT\HLV\285300FN-HLV Bodmin\03_Model\Capacity Map\Bodmin_Capacity maps.xlsx

66 Bodmin Town Model Technical Note 16 Appendix F 2030 Traffic Demand Over a Century of Engineering Excellence

67 WB EB WB EB WB EB WB EB NB SB NB SB NB NB SB SB NB SB WB EB Flow Key Traffic Flow 2009 Base 2030 Core 2030 Cen 2 WB EB NB SB WB EB Copyright Parsons Brinckerhoff Cen 3 CLIENT: PROJECT Cornwall Council: Core Strategy Modelling - Individual Town Models TITLE Demand Traffic Flow on Key Links St Austell AM Peak DATE Nov-12 SCALE Not to Scale PRODUCED JP CHECKED AW DRAFT Issue: 1 APPROVED Google Map Licence No: JCPMUZR2QCHE23K Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk The Forum, Barnfield Road, Exeter EX1 1QR Tel: (01392) Web: pbworld.com

68 Appendix G CAT Summary Sheet and AST

69 Scheme Prioritisation Summary Scheme Summary Project name Bodmin Transport Package Promoter Rebecca Jackson Reviewer Rob Hayward Project Type Multi-Modal Brief Scheme Description A high quality cycle route through the heart of Bodmin town centre linking the hugely popular Camel Trail to the exciting new cycle hubs at Lanhydrock and Cardinham. The new route will provide a wonderful opportunity for the residents of Bodmin and visitors to the town, and will help support the much needed regeneration of Bodmin. Highways improvements include the improvement of the Church Square junction to address air quality issues, improve traffic flows and access by foot and cycling. Improvements to Launceston/ Priory Road jucntion will improve traffic flows to support future growth and support access by foot and bike. Imagery,Google Earth ( 2014 Getmapping plc, 2013 Google) 2014 Construction Start Year 2015 Opening Year 2016 Strategic Case Why is the Project Needed? Local Plan allocation for Bodmin is 3000 dwellings and associated commercial / employment uses. This will lead to a growth in traffic within the town, increasing congestion and exacerbating existing air quality issues on Dennison Road. What are the Positive and Negative Impacts of the Project? Improved cycling facilities linked to Camel Trail and Lanhydrock will bring more tourism and money to town and streetscape works will enhance civic pride supporting the economic regeneration of the town centre. Potential pedestrianisation may improve trade for local buisnesses. Air Quality will be improved within an AQMA. Some roads will experience less noise. Some trips will be longer as a result of road closures and banned turns. What is the Scale of the Impact? Settlement Degree of Consensus Over Outcomes Supported by officers; including senior management, Local Members including Environment PAC sign off (14/02/14) Bodmin Town Council, Better Bodmin (business community), and the public of Bodmin (2 rounds of 6 week formal consultation). The National Trust, 1SW, Sustrans, Forestry Commission support the opportunity to improve the cycle network. Does the Project Align with National Policy Objectives? Improved walking and cycling facilities encourage sustaianble modal shift. Facilitate growth in housing and jobs. Page 1 of 4

70 Scheme Prioritisation Summary Economic Case LTP Goals Score Objective Actual Risk 1 Reducing Reliance on Fossil Fuels Local Living Resilience to Climate Change Impact of Journey Times Resilient and Reliable Transport System Integrity of Town Centres and Rural Communities Protecting the Environment Minimising Natural Resources and Waste Providing Sustainable Access to the Environment Improving the Health of Communities through Active Travel Increases Awareness of Health Benefits through Active Travel Improving Road Safety Public Confidence in a Safe Transport Network Reduce Noise and Air Quality Impacts Improving Access to Facilities Improving Access to Public Transport Encouraging Community Participation CAT Rating No of New Houses Facilitated by Project No of New Jobs Facilitated by Project TBC TBC ## ## 77 Gross Value Added (GVA) TBC Summary of AST Economic Strategic Transport benefits Neutral Impact Reliability impact Large Beneficial Impact Regeneration and Wider Economic Effect Neutral Impact Environmental Noise Slight Beneficial Impact Air Quality Large Beneficial Impact Greenhouse gases Neutral Impact Landscape and Townscape Neutral Impact Heritage of Historic resources Neutral Impact Biodiversity Neutral Impact Water Environment Neutral Impact Social Physical activity Moderate Beneficial Impact Accidents Neutral Impact Security Neutral Impact Access to services Moderate Beneficial Impact Measures of Economic Benefit Monetised Benefit (PVB) BCR ## Page 2 of 4

71 Scheme Prioritisation Summary Management Case Statutory Approvals Required and/or Completed Yes 3 rd Party Land Yes Have Utilities Been Considered? No Level of Utility Consideration None at present How will the Project be Procured and Constructed? The project could be procured by one of the following: a. The project will be managed and prepared by the Council s arms length design organisation, Cormac Solutions, supported if required by its strategic design partner under an existing supplier framework contract. b. The project will be constructed by the Council s arms length contractor, Cormac Solutions, under the existing maintenance and construction term contract. c. The project will be constructed by a contractor appointed via the Councils Capital Projects framework contract via a mini-tender process. d. The project will be constructed following an EU compliant tendering procedure What are the Key Risks to Delivery of the Project? Failure to secure funding (Possible Major) Stats costs (Possible Moderate) Lack of political support (Possible Moderate) Costs over run / underestimate of costs (Possible Moderate) Objections from residents (e.g. To TROs) (Likely Moderate) Overall Risk Score 51 Consultation Undertaken/Required with the following Public, Other, Parish/Town Councils Project Stage Status Implementation Timescale Project Initiation Complete - Feasibility Complete - Option Selection Complete - Preliminary/Outline Design Complete - Statutory Powers Not Started 01/12/2014 Detailed Design Not Started 01/11/2014 Contractor Procurement and Mobilisation Not Started 01/02/2015 Construction and Commissioning Not Started 01/04/2015 Project Close Not Started 01/10/2015 Page 3 of 4

72 Scheme Prioritisation Summary Cost Profile - Annual Spend Funding Source Central Governm't Funding Cornwall Council Funding ERDF Funding Section 106 Funding Other Funding SEP Funding Requested Capital Cost (PVC) Revenue Cost Funding Deadline Commercial and Financial Case Likely Funding Sources and Earliest Funding Deadline Status 2,610,000 Anticipated - 50,000 Anticipated - 4,524,154 Capital Cost inc.opt.bias 4,524,154 - Optimism Bias Included - %age of Scheme funded by SEP 59% Is the Project Affordable and Financially Sustainable? The project's affordability is dependant on scheme funding being secured. Only capital costs estimated at this stage. Type Capital (Works) Cost On-going revenue costs Non-Direct Costs Compensation Costs Land Costs Design Costs Other Costs (Specify) Other Costs (Specify) Total Spend Profile Excluding Optimism Bias Pre Apr 2015 Apr Mar 2016 Apr Mar 2017 Apr Mar 2018 Apr Mar 2019 Total ,313,087 2,649, , ,400,154 Overall Strategic Case (Subjective) TBC 1 Economic Case Green 1 Management Case Amber 2 Commercial and Financial Case (Subjective) TBC 1 *Strategic, Commercial and Financial Cases Subjectively Rated by Reviewer 1 6 Page 4 of 4

73 Social Environmental Economy Framework Appraisal Summary Table Date produced: 13/02/2014 Contact: Name of scheme: Bodmin Transport Package Name Ben Smith- Laing Description of scheme: dmin is 3000 dwellings and associated commercial / employment uses. This will lead to a growth in traffic within the town, increasing congestion and exacerbating existing air qualitorganisatio From Gateway Role From Gateway Impacts Summary of key impacts Assessment Quantitative Qualitative Monetary Transport benefits Reliability impact Regeneration and Wider Economic Effect Noise Impact of the project on journey time on the SRN / Mainline Rail / Flights to Effect of project on day to day Project Purpose: Does the scheme provide sustainable access: Impact on absolute disturbance from noise: No Impact Network Improvement or Expansion Beneficial Impact on the monetary cost of travel: Impact of project on number of Project effect on access to town centres Magnitude of effect: No Impact Reduce Better Slight Net effect on overall cost of travel: Effect on project's ability to Scheme in DEFRA Noise Action Plan Area? No Impact 2 Better Value of journey time benefits ( ) Number of new houses facilitated BCR Number of new indirect jobs from housing Number of new jobs facilitated N/A N/A Neutral Impact Large Beneficial Impact Neutral Impact Slight Beneficial Impact (NPV) Air Quality Greenhouse gases Landscape and Townscape Impact on Air Quality: Beneficial Expected Lower impact on CO2 intensity Magnitude of effect: Change in overall traffic/distanc Large No Change or Insignificant Scheme in AQMA? Increase in net CO2 emissions: Yes No DfT Carbon Calculator Result Embodied Carbon Rating N/A N/A -2 Large Beneficial Impact Neutral Impact Neutral Impact Heritage of Historic resources Biodiversity Junction improvement with limited wider pysical impact. N/A N/A Neutral Impact Neutral Impact N/A Water Environment N/A Neutral Impact Physical Activity Accidents Security Access to services Affordability Project Cost Secured Funds Severance Does the project improve Impact of project on Yes Neutral or Insignificant numbers of risk of travel: These are currently not signifiant issues within the town (in terms of transport) and no significant changes are anticipated. Project effect Beneficial on supporting communities to live locally: Will the project provide Effect of project on Magnitude of effect: Yes Reduce Reduces local congestion and imporved sustainable access. #REF! Acceptability Evidenced Public Support Slight N/A No of KSI accidents in scheme area within last 5 years 85th %ile Speeds N/A N/A N/A N/A N/A N/A N/A 2 Moderate Beneficial Impact Employment Access Education Access Leisure Access Healthcare Access Neutral Impact Neutral Impact N/A N/A Moderate Beneficial Impact Moderate Beneficial Impact Moderate Beneficial Impact Moderate Beneficial Impact

74 Appendix H Cost Estimate and Quantified Risk Assessment

75 Church Square, Bodmin Cost Estimate Series Total ( ) 200 Site clearance Drainage 1, Earthworks 700 Pavements 126, Kerbs, footways and paved areas 3, Traffic signs, road markings, bollards and traffic signals 2, Lighting columns 3000 Landscape and ecology 134, Preliminaries 15% 20, Traffic management 30% 40, Works for statutory undertakers 25% 260, ,164 Client Costs 5% 22,758 Consultant Design Fees 15% 68,275 Contract Administration 5% 22,758 Supervision Fees 15% 68,275 Optimism Bias 32% 145,798 Risk Contingency (QRA) 46,500 Total 829,528

76 Church Square Cost heading 2015 Financial Year Total Works Costs 325, , ,164 Client Costs 2,845 17,069 2,845 22,758 Consultant Design Fees 17,069 51,206 68,275 Contract Administration 16,256 6,502 22,758 Supervision Fees 48,768 19,507 68,275 Optimism Bias 104,142 41, ,798 Risk Contingency 33,214 13,286 46,500 TOTAL 19, , , ,528

77 Church Square Bodmin Displayed: Risk Review Date: Risk Allowance: Quantified Risk Assessment and Risk Management Strategy / /20_ 46,500 Risk Description Current Qualitative Scoring Current Quantitative Evaluation Action, Mitigation & Notes Risk ID No Risk Category Risk Description Risk Consequence Likelihood Cost Risk Score Schedule Risk Combined Risk Risk Rank Cost Assumptions Cost Impact Risk Value Risk Owner/ Current Control Measures Action Owner Target Completion Score Score Manager Date % Score Minimum Most Likely Maximum 001 Governance Steering Group actions not completed Exceedance of tolerances 10% ,000 2,500 5, Cornwall Council Project governance established Cornwall Council Ongoing on time 002 Governance Scheme does not receive Cabinet approval Delay/cancel scheme 25% ,000 25,000 68,000 6,250 Cornwall Council Scheme helps achieve LTP3 objectives Cornwall Council Ongoing Cost Schedule 003 Governance Scheme does not receive funding Delay/cancel scheme 50% ,000 25,000 68,000 12,500 Cornwall Council Robust business case produced Cornwall Council Ongoing Notes 004 Interfaces Overall programme slips Delay scheme / additional cost 25% ,000 2,500 10, Cornwall Council Float incorporated into programme. Scheme delivered in funding timescales. 005 Design Lack of accuracy in Topographic Survey Delay scheme / additional cost 10% ,000 2,500 10, Designer Prepare detailed survey specification for tender Designer 006 Design Change of project staff Delay scheme / additional cost 20% ,000 2,500 5, Cornwall Council Ensure sufficient allowance for Cornwall Council handover 007 Design Lack of project resources Delay scheme / additional cost 20% ,000 5,000 10,000 1,000 Designer Identify early resource requirements Designer Ongoing 008 Procurement Lack of interest in tender Delay scheme / additional cost 20% ,000 20,000 35,000 4,000 Cornwall Council Use CC framework Cornwall Council Ongoing 009 Procurement Inaccurate cost estimate Delay scheme / additional cost 20% ,000 20,000 45,000 4,000 Designer QS to input into Bill of Quantities Designer Ongoing 010 Procurement Contract options choice Client retains too much construction risk Cornwall Council 20% ,000 20,000 45,000 4,000 Cornwall Council Consider appropriate form of contract Cornwall Council Ongoing 011 Procurement Tender evaluation Additional cost 25% ,000 2,500 5, Cornwall Council 012 Procurement Delay in contract award Delay scheme / additional cost 20% ,000 20,000 45,000 4,000 Cornwall Council 013 Construction Statutory undertakers diversion works delays Delay scheme / additional cost 20% ,000 10,000 25,000 2,000 Cornwall Council Evaluation of price and quality submission. Modelling of compensation events Incorporate committee dates into programme and manage Early engagement with SU regarding programme and lead in 014 Construction Unforseen ground conditions Delay scheme / additional cost 5% ,000 10,000 20, Cornwall Council Consider GI Designer Ongoing Cornwall Council Cornwall Council Designer Ongoing Ongoing Ongoing Ongoing Ongoing Ongoing 015 Construction Unforseen services found during construction Delay scheme / additional cost 10% ,000 20,000 50,000 2,000 Cornwall Council Undertake NRSWA C2. Contractor to scan site prior to commencing works Cornwall Council Ongoing 016 Construction Poor co-ordination and programming of Delay scheme / additional cost 20% ,000 10,000 25,000 2,000 Cornwall Council statutory undertakers Early engagement with SU regarding programme and lead in Designer Ongoing 017 Construction Inappropriate contract administration and supervision staff Additional cost 10% ,000 20,000 45,000 2,000 Cornwall Council Ensure appropriate staffing Cornwall Council Ongoing Risk Allowance (Total): 46,500

78 Church Square Risk Probability Impact Diagram > 75% Likelihood/Probability 50-75% % % < 5% Construction Cost Es timate Very low Low Medium High Very High 455,164 Cost< 22.76k k Cost k Cost k Cost Cost> k Overall Programme Time Frame <0.75 w eeks w eeks w eeks w eeks >7.5 w eeks 15 Wk Cost/Time Impact

79 Priory Rd. Launceston Jcn., Bodmin Series Total ( ) 200 Site clearance 2, Drainage 8, Pavements 703, Kerbs, footways and paved areas 19, Traffic signs, road markings, bollards and traffic signals 5, , Preliminaries 10% 73, Traffic management 30% 221, Works for statutory undertakers 25% 184,808 1,219,733 Client Costs 5% 60,987 Consultant Design Fees 15% 182,960 Contract Administration 5% 60,987 Supervision Fees 15% 182,960 Optimism Bias 32% 390,705 Risk Contingency (QRA) 108,225 Total 2,206,557

80 Priory Rd. Launceston Jcn. Cost heading 2015 Financial Year Total Works Costs 1,219,733 1,219,733 Client Costs 32,526 28,460 60,987 Consultant Design Fees 162,631 20, ,960 Contract Administration 60,987 60,987 Supervision Fees 182, ,960 Optimism Bias 390, ,705 Risk Contingency 108, ,225 TOTAL 195,157 2,011, ,206,557

81 Priory Rd. Launceston Jcn., Bodmin Displayed: Risk Review Date: Risk Allowance: Quantified Risk Assessment and Risk Management Strategy 20-Feb ,225 Risk Description Current Qualitative Scoring Current Quantitative Evaluation Action, Mitigation & Notes Risk ID No Risk Category Risk Description Risk Consequence Likelihood Cost Risk Score Schedule Risk Combined Risk Risk Rank Cost Assumptions Cost Impact Risk Value Risk Owner/ Current Control Measures Action Owner Target Completion Score Score Manager Date % Score Minimum Most Likely Maximum 001 Governance Steering Group actions not completed Exceedance of tolerances 20% ,000 2,000 5, Cornwall Council Project governance established Cornwall Council Ongoing on time 002 Governance Scheme does not receive Cabinet approval Delay/cancel scheme 25% ,000 50, ,000 12,500 Cornwall Council Scheme helps achieve LTP3 objectives Cornwall Council Ongoing Cost Schedule 003 Governance Scheme does not receive funding Delay/cancel scheme 50% ,000 50, ,000 25,000 Cornwall Council Robust business case produced Cornwall Council Ongoing Notes 004 Interfaces Overall programme slips Delay scheme / additional cost 25% ,000 20,000 50,000 5,000 Cornwall Council Float incorporated into programme. Scheme delivered in funding timescales. 005 Design Lack of accuracy in Topographic Survey Delay scheme / additional cost 5% ,000 2,000 5, Designer Prepare detailed survey specification for tender Designer 006 Design Change of project staff Delay scheme / additional cost 20% ,000 2,000 5, Cornwall Council Ensure sufficient allowance for Cornwall Council handover 007 Design Lack of project resources Delay scheme / additional cost 20% ,000 5,000 10,000 1,000 Designer Identify early resource requirements Designer Ongoing 008 Design Potential Planning Mitigation Actions (landscaping etc) Delay scheme / additional cost 5% ,000 2,500 10, Designer Early engagement with planning officer 009 Procurement Lack of interest in tender Delay scheme / additional cost 20% ,000 15,000 35,000 3,000 Cornwall Council Use CC framework Cornwall Council Ongoing 010 Procurement Inaccurate cost estimate Delay scheme / additional cost 20% ,000 80, ,000 16,000 Designer QS to input into Bill of Quantities Designer Ongoing 011 Procurement Contract options choice Client retains too much construction risk Cornwall Council 20% ,000 80, ,000 16,000 Cornwall Council Consider appropriate form of contract Cornwall Council Ongoing 012 Procurement Tender evaluation Additional cost 25% ,000 2,000 5, Cornwall Council 013 Procurement Delay in contract award Delay scheme / additional cost 20% ,000 20, ,000 4,000 Cornwall Council 014 Construction Statutory undertakers diversion works delays Delay scheme / additional cost 20% ,000 50, ,000 10,000 Cornwall Council Evaluation of price and quality submission. Modelling of compensation events Incorporate committee dates into programme and manage Early engagement with SU regarding programme and lead in 015 Construction Unforseen ground conditions Delay scheme / additional cost 2% ,000 10,000 20, Cornwall Council Consider GI Designer Ongoing Designer Cornwall Council Cornwall Council Designer Ongoing Ongoing Ongoing Ongoing Ongoing Ongoing Ongoing 016 Construction Unforseen services found during construction Delay scheme / additional cost 10% ,000 20,000 50,000 2,000 Cornwall Council Undertake NRSWA C2. Contractor to scan site prior to commencing works Cornwall Council Ongoing 017 Construction Poor co-ordination and programming of Delay scheme / additional cost 20% ,000 20, ,000 4,000 Cornwall Council statutory undertakers Early engagement with SU regarding programme and lead in Designer Ongoing 018 Construction Inappropriate contract administration and supervision staff Additional cost 10% ,000 80, ,000 8,000 Cornwall Council Ensure appropriate staffing Cornwall Council Ongoing Risk Allowance (Total): 108,225

82 Priory Rd. Launceston Jcn. Risk Probability Impact Diagram > 75% Likelihood/Probability 50-75% % % < 5% Construction Cost Es timate Very low Low Medium High Very High 1,219,733 Cost< 60.99k k Cost k Cost k Cost Cost> k Overall Programme Time Frame <0.75 w eeks w eeks w eeks w eeks >7.5 w eeks 15 Wk Cost/Time Impact

83 Bodmin Cycle Development Camel Trail to Cardinham Link Scheme number 1 S c h e m e title K e y c r I t e r I a s c h e m e improves a c c e s s t o cost estimate with Prelims with Optimum Bias with Risk Allowance Total Value direct convenient comfortable school retail workplace services leisure works level Proposed works Improve existing path at Scarletts Well M Improved signage and information boards at point Camel Trail enters Scarletts Well. Strip widen existing path to give more shared space. 25, , , , , Description The current entry/gateway to Bodmin from the Camel Trail is not really welcoming. Signage and route information needs improving, existing path could be widened to reduce any area's of conflict between cyclist and pedestrians where space allows. This section has been agreed with the client during site visit on 9/01/ Scarletts Well to Dennison Rd via Sainsbury's haulage delivery yard. Railway Terrace to Dennison Rd. On carriageway advisory lanes. X H Informal crossing point from end of Scarletts Well off road section to Bodmin Jail frontage. Raised junction at Cardell Road and footway widening for shared use aids off carriageway progress, gives ped and cycle priority. Footway widening on Cardell Rd up to Sainsbury's, potential for deal with Sainsbury's for section of hgv delivery yard and onward access onto Railway Terrace. Install advanced stop lines (ASL) at the Railway Terrace and Berrycombe Rd junction with advisory cycle lanes along Berrycombe Rd 35, , , , , Initial part of this section is as above scheme. Link up to Sainsbury's is uphill section. Sainsbury's may be reluctant to give section of yard away. The yard has 2m security fencing it is likely that should Sainsbury's allow a 2.5m path across their yard they will require like for like fencing, this would give a 50m section bounded on both sides by security fencing, this would be a personal safety and visual issue. There would need to be some gate change over system required for Sainsbury delivery times due to limited space. Section already has NWAAT, giving greater security of carriageway width. Links into proposed table top at Berrycombe Rd/Dennison Rd/Pool St. 3 X L 12, , , , , New Toucan crossing on Dennison Road to Bell Lane H Upgrade of the existing Pelican crossing to Toucan crossing, link the crossing with the route from Berrycombe Rd. 50, , , , , Off carriageway section on Dennison Road (shared use) M Single section of 80m shared use cycleway leading to shared surface area on Bell Lane, with entry treatments (raised junctions to give pedestrian and cyclist level crossing points) at Chapel Lane and Market Street. 14, , , , , Links Berrycombe Rd to Bell Lane as in visualisation for scheme 4. 6 On carriageway section running along Bell Lane. Use of existing lane to join onto Fore Street X M Bell lane to be made to a full shared surface to allow vehicular access to the car park alongside cycles and pedestrians 190, , , , , Raised and or coloured surface to design standards set out in manual for streets, either imprint or raised coloured tarmac. 7 Fore Street L Signage and direction, destination options and timings. One finger post at the exit/entrance from Bell Lane, routes would then be to Mount Folly, museum etc on to Cardinham and Lanhydrock or return routes to Camel Trail via Dunmere Rd. 5, , , , , With adequate cycle parking at Bell Lane car park and Mount Folly, Fore St could/would be a section of no cycling? Cyclist would be able to remount at Mount Folley/Turf St area Alteration of existing footway into shared use cycleway on Priory Road X M Off carriageway section on Priory Road and Launceston Road (shared use) ASDA to Priory Park south on Launceston Rd --- H X M 140m of shared use cycleway on Priory Road using existing footway. Convert Pelican crossing to a Toucan. Potential for cycle links both sides of the carriageway. 700m shared use path with 3 informal crossings, using existing footway and verge On carriageway advisory cycle lanes, signs, shared use paths. 70, , , , , , , , , , , , , , , Use existing footway for a shared use cycleway (widening may be required) and install a toucan crossing near to or at the junction for Lidl. South side would give links into Priory Park at the football ground or gardens. Use existing footway and take grass verge where required to create a shared use cycleway on the uphill section on Launceston Road and to bypass the Launceston Road/Priory Road junction. The current cycling facilities along Launceston Rd between Priory Rd and ASDA are poor, where possible off carriageway shared use facilities installed using grass verge and existing footways. If not possible on carriageway cycleways to be used to create an area with clear cyclist priority Launceston Rd, Callywith Gate ped/cycle crossing X H Launceston Rd path extension from ASDA/Callywith Gate link to Callybarrett Rd X H A new Toucan crossing located at the end of the existing cycle path which currently ends at Callywith Gate industrial estate. 80, , , , , An extension of a newly built path which runs from Asda to Callywith Gate industrial estate. The new shared use path will extend as far as Callybarrett Rd. 100, , , , , This crossing would join together the existing cycle pathway (ASDA to Callywith Gate) and a link towards Cardinham. A crossing in this area would be the best option for cyclists, vehicle speeds at the A30 offslip are excessive. The extension of this would path will give cyclists the opportunity to cycle off carriageway where the road is busy. This route will lead to the popular Cardinham Trails. 13 New cycle storage to be built at Priory Car Park and/or Mount Folly? X M Potential to add covered cycle parking, seating area and info boards. 15, , , , , As it stands Bodmin's largest car park has very limited and old fashioned bike storage. Improving this would persuade more people to cycle to work or for leisure knowing the storage is suitable. Cost could provide up to 3 covered parking areas Off carriageway link through Priory Park H Upgrade existing link from Priory Park to Athelstan Park (uses football club car park) M 60m off carriageway shared use cycleway, signage for onward routes. Improve the route by giving emphasis to shared use, would involve some surface with anti skid dressing for 420m, provide seating/picnic area's alongside the path in the dog walking field? 25, , , , , , , , , , Cycleway through Priory Park, route would utilise existing parking area/spaces and verge that run next to the play area and ponds. This also then gives access onto existing pathway link to Priory Rd through grounds of Athelston House (CC) and crossing point for Launceston Rd and Cardinham. Resurface footway and change designation to shared use cycleway On carriageway section through Athelstan Park 250m virtual cycleway to Homefield park, with some route confirmation signage. Virtual cycleway (dashed white line and coloured surface dressing) at one side of the carriageway 16 X L 16, , , , , St Nicolas Street, Bodmin and Wenford Station. Toucan crossing x2 X H Toucan crossings in vacinity of railway station, with cycle parking on pedestrian island. Footway widening required. 100, , , , , With ability of utising the railway to carry small numbers of cyclist. Link from Priory Park via Athelston Park would increase cycle movements in the area. 18 Alpe D'Huez, countryside route (as alternative to Camel Trail to Scarletts Well). Track links to Midway Road. X X H 1800m off carriageway unbound material cycle path, zig zags to conform to DDA regs, drainage and barriers or utilise existing planting area's at direction changes. Flat area for play and rest with climbing frames and benches? 360, , , , , Route may require various levels of drainage improvements, (not costed). Potential long distance material transport if only entry/exit to route at each end. Route would require extensive investigation to give true cost estimates. Scheme requires third party land, links through SWW land, which have not been researched. Midway Road to Higher Bore Street Route improvements, may entail some link improvements when developer detail received. Requires a link through private land, contact with Tim Foster reveals that 19 M 20, , , , , Rosevallon Lane (links Dunmere Road to Midway Road). X L Direction and information sign, (potential to use a bollard and stop off vehicular exit onto Dunmere Road). 1, , Would enable link between Dunmere Road and Midway Road. Dunmere Road gives access to schools and leisure via Barn Lane Higher Bore St, Pelican to Toucan conversion, footway conversions to shared use, links into Fore St. Link alongside Railway Line (between Normandy Way and Respryn Rd) H X H Costs NOT including Land Purchase, Traffic Management, other infrastructure or site offices. Signage from Midway Road. Convert existing Pelican to Toucan crossing, convert existing north path to shared use for approx 50m from junction with St Leonards Terrace, widen southern footway to Mac Services motorcycles. An off carriageway shared use path running on land adjacent to the railway for approximately 600m. Runs from Lostwithiel Rd and Normandy Way. Minimal land prepartation should be required along with suitable fencing for separation. To rejoin Respryn Road the trail must cross the railway. A small bridge would be the safest option, or a standard track level crossing. Once the rail way is crossed the path will slope up towards Respryn Road at the existing bridge allowing cyclists to rejoin NCN 3 to Lanhydrock. 100, , , , , , , , , , ,634, , , , ,400, Major link to the route into town onto Higher Bore St towards Fore Street. St Leonards Terrace is the narrowest section with no room for footway widening and would entail on cariageway cycling, with reduced ambience. Hence proposal and ambition for Midway Road. A major off carriageway link which could be used as an alternative to or in conjunction with the Athelston Park link. There would be good journey ambience along this stretch. It is not possible to continue this route further due to the available width in the railway cutting and bridges further along the route. Compiled by A Cresswell 28/03/2014 Checked by A. Archer 23/01/2014 Risk allowance percentage derived from Monte Carlo Quantitative Risk Analysis of 8 separate cycle schemes within Camborne, Pool and Redruth. Oracle Crystal Ball was used to provide Monte Carlo simulation and subsequent QRAs. The software was used to overcome the limitations encountered with traditional spreadsheet analysis (single point estimates etc.) allowing the use of ranged values and uncertainty to provide graphical forecasts showing the entire range of possible outcomes and give estimates of certainty with regard to a particular outcome. The P70 risk value has been use

84 Appendix I TUBA Output Extracts

85 Bodmin_TUBA.OUT 21/03/2014 Transport User Benefit Appraisal TUBA v1.9.1 Program run on Friday, 21 March 2014 at 14:52:06 ERRORS AND WARNINGS Warning - Fleet Growth calculations for vehicle type: Car Sum of factors for some intermediate growth years including 0.1% tolerance is not 100%. * shows adjustment made to balance to 100% where applicable. Year Petrol Diesel Electric Total * * * * * * * * * * * * * * * * Warnings found Warning (none serious): Ratio of DM to DS travel time lower than limit for the following: Origin Destination Time_slice Veh_type Purpose Person_type Year DM_time DS_time Ratio DM_trips DS_trips Car Other All Car Business All Car Commuting All Car Other All Car Business All Car Commuting All

86 Bodmin_TUBA.OUT 21/03/2014 Private Sector Provider Impacts Revenue 0 0 Operating costs 0 0 Investment costs 0 0 Grant/subsidy 0 0 Subtotal 0 0 Other business Impacts Developer contributions 0 0 NET BUSINESS IMPACT 5666 TOTAL Present Value of Transport Economic Efficiency Benefits (TEE) 9782 Note: Benefits appear as positive numbers, while costs appear as negative numbers. Note: All entries are present values discounted to 2010, in 2010 prices Public Accounts Local Government Funding ALL MODES Road Revenue 0 0 Operating Costs 0 0 Investment Costs 0 0 Developer Contributions 0 0 Grant/Subsidy Payments 0 0 NET IMPACT 0 0 Central Government Funding: Transport ALL MODES Road Revenue 0 0 Operating costs 0 0 Investment costs Developer Contributions 0 0 Grant/Subsidy Payments 0 0 NET IMPACT Central Government Funding: Non-Transport Indirect Tax Revenues TOTALS Broad Transport Budget Wider Public Finances Note: Costs appear as positive numbers, while revenues and developer contributions appear as negative numbers. Note: All entries are present values discounted to 2010, in 2010 prices Analysis of Monetised Costs and Benefits Greenhouse Gases 236 Economic Efficiency: Consumer Users (Commuting) 2144 Economic Efficiency: Consumer Users (Other) 1972 Economic Efficiency: Business Users and Providers 5666 Wider Public Finances (Indirect Taxation Revenues) -538 Present Value of Benefits (PVB) 9480 Broad Transport Budget 5525 Present Value of Costs (PVC) 8606

87 Bodmin_TUBA.OUT 21/03/ OVERALL IMPACTS Net Present Value (NPV) 3955 Benefit to Cost Ratio (BCR) Note: This table includes costs and benefits which are regularly or occasionally presented in monetised form in transport appraisals, together with some where monetisation is in prospect. There may also be other significant costs and benefits, some of which cannot be presented in monetised form. Where this is the case, the analysis presented above does NOT provide a good measure of value for money and should not be used as the sole basis for decisions. 8607

88 Appendix J Calculation of Economic Leisure Benefits

89 Ref Increased Cycle trips Additional Cycle journeys Deadweight (ddwt) Leakage (lkge) Displacement (dsplcmt) Substitution (sbstn) Multiplier (mltpr) Additional Spend* TOTAL a) b) c) d) Extended existing cycle journeys from Wadebridge, beyond Scarlet's Well to Bodmin Town Centre ,914 Additional Journeys from Wadebridge to Bodmin as a result of new destination being opened up additional marketing ,774 New Camel Trail trips originate from Bodmin to Wadebridge ,188 New trips between Bodmin and Cardinham/ Lanhydrock ,375 TOTAL 1,199,250 * Spend assumed at 15 per cyclist per day. Based on Transform Scotland Report - 'The Value of Cycle Tourism', Cycling from Wadebridge to Bodmin Dunmere Counter on the Camel trail indicates approx 240 cycle trips per day AADT (86k p.a.) Scarletts Well count (May 2011) indicates 52 cycle movements per day. The same day movements in May 2011 on the Camel trail at Dunmere aadt was 233 cycle movements. Assuming these figures represent two way trips, indicates that 180 movements (90 return trips) stopped short of Bodmin Town Centre, an added distance of only 1.5 miles. back before reaching Scarlet s Well. This indicates that 77% of cyclists using the Camel Trail turned It can reasonably be presumed that Bodmin Town Centre would be an attractive stopping off point before returning to Wadebridge. Freeing up the safe and free movement of cycling beyond Scarlet s Well into the Town Centre will release a suppressed demand of 77% of cycling access from Wadebridge to Bodmin Town Centre. It would also allow for better marketing of Bodmin as a primary destination on the Trail. Average annual flows up to Dunmere from Wadebridge are 87,600 (3 years 2011/ 2013) No. of return trips to Dumere from wadebridge 43,800 43,800 x 0.77 = 33,726 - Additional trips into Bodmin Town Centre from Wadebridge Camel Trail. Increased numbers of cyclists from Wadebridge to Bodmin. There is no benchmark for the elasticity of demand in cycling with the removal of constraints into a Town Centre. However an allowance has been made of 5% increase in Cycle movements. 43,800 x 0.05 = 2190 Cycle movements from Bodmin to Wadebridge Assessment of the likely cycling trips originating from Bodmin has been carried out on the following basis: - The new cycle ways through Bodmin, will provide a safe secure connection to the Camel Trail which will open up the route for less assertive cyclists - With the Camel Trail being connected to Bodmin, this will mean that there will be additional marketing of Bodmin as a destination on the Camel Trail. - The cycle ways will also connect up to Lanhydrock, which will effectively connect the cycle route through to St. Austell - Flows will be determined through comparison with flows on a number of sites of similar significance, trip end facilities and marketing in Cornwall. The following sites have been selected on the basis of town sizes linked, the facilities available en-route, route lengths and existing routes connections. o Falmouth Road (Falmouth Road, Penryn) o Portreath (C2C Trail, near sewage works) o Bissoe (C2C Trail, south of Bissoe) o Scorrier Woods (C2C Trail, Scorrier Crossroads) (Note Camel Trail flows between Padstow and Wadebridge hav not been used, given the exceptional attraction and flows along this route) The average aadt for each of these sites is 137 cycle movements, which would suggest 68 return trips. Assuming that the trip origins are equally divided between each route end would suggest that the average No of trip origins from each route end would be 34. Based on the above averages, it is anticipated that the number of cycle trips likely to be generated along the Camel Trail originating in Bodmin will be in the order of 12,500 p.a. A spend per cycling trip is assumed of 15. This is based on figures from surveys in Scotland and does not include any allowance for overnight accommodation. Total no of trips both ways - 12, ,726 = 46,226 Trips between Bodmin and Lanhydrock Using the same example sites as a basis for recreational cycling it is possible to determine the likely cycle trips between Bodmin and Lanhydrock. The average number of movements measured across the four sites (aadt) is 137, which equates to 50,000 p.a. This is considered a conservative estimate given: - The distance between Lanhydrock routes and Bodmin is very short (1.5miles approx) - Both sites have high potential as cycle trip generators and visitor attractions

90 Appendix K CC Deliverability

91 REPORT 13 DELIVERY CAPABILITY STATEMENT Cornwall and Isles of Scilly Strategic Economic Plan Growth Deal Infrastructure Project Delivery Deliverability Capability Statement Document Ref: SEP- DCS Rev 1.0 Prepared by Transportation Service Environment Directorate Cornwall Council County Hall, Truro, Cornwall, TR1 3AY Issue and Revision Record Revision Date Originator Purpose of Issue/Nature of Change 0 5 Mar 2014 P J Swain Draft for comment Mar 2014 P J Swain For Issue This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authority of Cornwall Council being obtained. Cornwall Council accepts no responsibility or liability for the consequences of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purposes agrees, and will by such use or reliance be taken to confirm his agreement to indemnify Cornwall Council for all loss or damage resulting therefrom. Cornwall Council accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned. C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

92 Contents Deliverability Capability Statement 1.0 Purpose of Document 2.0 Delivery Capability Summary 3.0 Chiverton Cross Roundabout, A30 trunk road 4.0 Camborne-Pool-Redruth Regeneration Projects 5.0 Tamar Bridge Strengthening and Widening 6.0 A30 Temple to Higher Carblake 7.0 Falmouth Branch Line Rail Passing Loop - Penryn Station 8.0 Probus to Burngullow Mainline dualling 9.0 Coosebean Greenway, Truro 10.0 Conclusion Appendix 1 Capabilities of CORMAC Solutions Ltd and CORMAC Contracting Ltd C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

93 1. Purpose of Document 1.1. This document has been developed in order to provide assurance to the Departments for Business Innovation and Skills, and Communities and Local Government, regarding the capability of the Cornwall and Isles of Scilly Local Enterprise Partnership to deliver a programme of projects under the Growth Deal Initiative through Cornwall Council 2. Delivery Capability Summary 2.1. Cornwall Council has a record of delivery of a wide range of major projects working with internal and external stakeholders over many years. Under the Corporate Director of Environment, the authority has a client based commissioning unit, the Transportation Service, which takes overall responsibility for scheme delivery and leads the development of bids and partnership working with stakeholders. The unit commissions project management, preparation, design, and construction of projects through a number of providers, both in-house and external The Council runs an in-house Arm s Length Company, Cormac Solutions, which undertakes project management roles to provide scheme preparation and development, with Project Managers reporting to Project Boards under PRINCE2 procedures and processes. Project Executive and SRO roles are held by staff from the Transportation Service, and representatives from key stakeholders hold senior user roles on Project Boards. These Governance arrangements are separately described in Report 14 Project Governance Cormac Solutions is in a strong position to provide project design and preparation services with an experienced team used to undertaking such work. In addition Cormac Solutions has an existing contract in place with consultant Parsons Brinckerhoff to provide assistance for the full range of transportation related project consultancy services including feasibility studies, traffic modelling, project management services, design and contract preparation, economic studies, and environmental studies. Parsons Brinckerhoff is a nationally and internationally recognised consultant with a large pool of resources that can be called upon if required. The existing term contract with Parsons Brinckerhoff was awarded in 2013 and runs to The Council s established Democratic and Legal Services department is well acquainted with the necessary procedures to deliver legal agreements in a timely fashion to enable fast tracked projects to be delivered efficiently, and its Estates Management section undertakes valuation services to enable speedy agreement of land and compensation assessments Cormac Solutions Ltd is established as a Teckal Exempt organisation so construction work can be passported directly to them for projects under the EU tendering Threshold. Such work is carried out under a term contract with Cormac Solutions at rates that have been competitively tendered for and market tested Alternatively, the Council takes schemes through full EU compliant tender processes and another council owned company, Cormac Contracting Ltd, has a strong track record in submitting competitive tenders and achieving C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

94 successful delivery through this procedure. A detailed assessment of the capabilities of Cormac Solutions Ltd and Cormac Contracting Ltd is provided at Appendix The Council has recently awarded a Framework Contract for Major Capital Projects for works up to 50m in value. Hence the Council is able to award major projects to a framework panel contractor following a mini-tender exercise which cuts down the procurement timescales and costs for such works. There is no need to go though EU PIN Notice and short listing procedures as these have already been completed in setting up the framework However, if necessary, the Council is also experienced in taking projects through the full OJEU contract procedures if this is deemed necessary The Council runs a Procurement Assurance Service staffed by independent officers, to provide assurance and guidance that proper contract procedures are followed and best value is obtained Cornwall Council is particularly experienced in delivering transportation projects in partnership with external stakeholders to constrained time and cost limits. Partnerships have been forged with the Highways Agency, Network Rail and First Great Western, Royal Cornwall Hospitals Trust, Sustrans, the Tamar Bridge and Torpoint Ferry Joint Committee, Newquay Cornwall Airport, and the Isles of Scilly Council to develop and deliver projects across all modes of transport road, rail, sea, and air The following are some recent examples of such partnership working:: 3. Chiverton Cross Roundabout, A30 trunk road 3.1. The Chiverton Cross roundabout is located on the A30 Trunk Road northwest of Truro at a junction with the A390, A3075, and B3277 county routes. It was regularly the site of extensive queues causing delays and poor journey time reliability, especially during the morning and afternoon peak periods. The junction was considered to be a constraint on economic growth and development in mid and west Cornwall, not least in the regeneration area of Camborne-Pool-Redruth where 6000 homes and 6000 new jobs were planned to address economic decline. Lack of capacity was holding up approvals for development projects Although this junction lies on the trunk road, in 2009 Cornwall Council took the opportunity to develop a scheme to improve the junction by working in partnership with the Highways Agency, and to seek a funding contribution from the Government s Community Infrastructure Fund (CIF) 3.3. Cornwall Council developed the models and layouts, with the support of the Highways Agency, and was successful in a bid to the Homes and Communities Agency (HCA) of 3.85m to deliver the scheme. Part of the conditions of the CIF programme was that schemes had to be completed on the ground by the end of March Bearing in mind that the scheme C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

95 development was not commenced until 2009 this was a tight timeframe to prepare, procure, and deliver the scheme along with all the necessary third party approvals necessary The scheme was developed and delivered by the council s in house design team and constructed by the Council s in house contractor, CORMAC. Involving the addition of an additional circulatory lane, additional approach and departure lanes on the A30 legs, and the combining of two northern legs into a single access, the scheme was opened to traffic in February 2011, 4 weeks ahead of the deadline and delivered to budget Post opening studies have shown that the scheme has been successful in addressing the levels of congestion and bringing relief and time savings to travellers. Collision frequency, type and severity are shown to be typical of this form of junction and show that capacity improvements have been achieved without compromising safety for users The scheme required the Council to work very closely with the Highways Agency and the funders (through the Homes and Community Agency) as well as local residents, businesses, and travellers. 4. Camborne-Pool-Redruth Regeneration Projects 4.1. The Camborne-Pool-Redruth area of Cornwall suffers from a poor economy and widespread deprivation due to the collapse of the tin mining industry and its supply chain in the 20 th century. Since 2003 a regeneration plan has been developed and partially implemented by various agencies working in partnership. Cornwall Council has worked with the regeneration partners and agencies including the Camborne-Pool-Redruth Regeneration Company, the District Council, the Highways Agency, the Regional Development Agency, and the Homes and Communities Agency, to deliver a number of important projects in the area This has included acting as Project Sponsor and accountable body, securing finance from central government, the European Regional Development Fund, Growth Point, and regeneration partners. Cornwall Council has managed the delivery of schemes to support the economic regeneration and enable housing and employment space development to progress. Much of this work has been achieved by making use of the Council s internal expertise to design, procure, and build highway infrastructure projects to unlock development. In other cases the Council has employed its strategic design consultant partner, Parsons Brinckerhoff, and employed contractor Carillion on an Early Contractor Involvement (ECI) contract. Projects delivered include: Project Value Current Status CPR East 27m Under West Link Construction Road Key Project Partners with Cornwall Council DfT Major Scheme Funding ERDF Convergence funding CPR Regeneration Partners C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

96 Tolvaddon Business Park Spine Road 3.8m Completed 2012/13 ERDF Convergence Funding RDA Funding partner HCA Development Promoter Highways Agency - A30 junction Trevenson Park South 4.7m Completed spring 2012 ERDF Convergence Funding HCA Development Promoter Heartlands Project - stakeholder East Hill Junction and A30 link Barncoose Link Road 5.3m 3.6m Completed Spring 2010 Completed Spring 2008 HCA forward funder and development promoter, Land and associated consents Highways Agency A30 junction interface CPR Partners multi- Agency approach ERDF Objective 1 Funding Kerrier District Council 5. Tamar Bridge Strengthening and Widening 5.1. The Tamar Bridge is a private estuarial toll road crossing between Devon and Cornwall spanning the river Tamar. Comprising a 4 lane tidal flow single carriageway suspension bridge, the structure is managed by the Tamar Bridge and Torpoint Ferry Joint Committee which draws its membership from both Cornwall Council and Plymouth City Council. Cornwall Council provides the structural expertise to the Joint Committee and manages works of improvement, repair and maintenance In 1998 Cornwall County Council and Plymouth City Council worked together to develop and implement a scheme to widen the structure, which at that time carried a single 3 lane carriageway, to cope with increasing traffic demand and to strengthen the structure to meet modern loading requirements The works to widen the structure required a private bill to be developed and taken through Parliament which became the Tamar Bridge Act The chosen solution was to provide additional cable stays to supplement the existing suspension cables, to remove the existing concrete deck and replace this with a composite steel deck, and to add cantilevers on both C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

97 sides of the structure to accommodate additional traffic lanes This required the Council to commission and work with specialist bridge design consultants, and to develop and procure a contract with a specialist contractor using the NEC suite of contracts with a target cost and pain/gain clauses With a project cost of 35m, the works were undertaken over an 22 month period between 1999 and 2001 whilst the bridge remained open to traffic. The scheme was funded from generated toll revenue and council borrowing. 6. A30 Temple to Higher Carblake 6.1. The single carriageway section of the A30 trunk road at Temple, on Bodmin Moor, is a key constraint on this important route from the M5 to the south west. The Highways Agency had prepared a scheme to improve the length to dual carriageway standards, estimated to cost some 130m, but due to road programme cutbacks the scheme was removed from the Highways Agency programme in Recognising the importance of the scheme to the Cornish economy, Cornwall Council entered into dialogue with the Highways Agency and the Government and offered to deliver the scheme on behalf of the Highways Agency and to partially fund the project. A rigorous assessment of the scheme by the Council led to an alternative alignment proposal and project scope amendment that could provide a scheme at an estimated cost of 60m. As a consequence, in 2010 the Government asked the Council to develop the proposals further. This resulted in funding contributions of 30m being allocated to the scheme by the Department for Transport with the remaining funds being raised locally by Cornwall Council, including through bids for convergence funding from the ERDF Cornwall Council is working in close partnership with the Department for Transport, Highways Agency, and local stakeholders to deliver the project on site in A public examination of the proposals under the National Significant Infrastructure Project procedures is underway with completion scheduled for the summer of 2014, and construction is expected to commence in spring Construction completion is programmed for late To secure funding and deliver a scheme of this complexity, on a network managed by the Highways Agency, and achieve works start within just 5 years will be a major success story and a clear demonstration of the Council s ability to manage major, multi agency projects. 7. Falmouth Branch Line Rail Passing Loop- Penryn Station 7.1. The Truro to Falmouth branch line, the Maritime Branch, connects the Port of Falmouth with Truro, the administrative centre of Cornwall. It generally comprised a single track line which restricted the frequency of services able to use the route. Recognising this as a constraint on both the accessibility of Falmouth and also the consequential reliability on car transport between Truro and Falmouth, especially for commuters, Cornwall Council worked in C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

98 partnership with Network Rail to develop a proposal for a passing loop at Penryn Station. The project benefited from the contribution of 4.67m ERDF Convergence funding support The completion of the passing loop at Penryn Station has enabled the frequency of trains on the Maritime Branch line to become a half hourly service. The provision of an additional carriage has also supported the rise in passenger numbers 63.4% between 2009 and Passenger numbers are now in the excess of 600,000 per year which is significantly higher than the pre-scheme figures of 260,000 per year. This scheme involved multipleagency working between Cornwall Council, Network Rail and First Great Western resulting in the project being delivered on time and within budget. The Maritime Branch service is fully commercial and has witnessed amongst the highest rate of growth in passengers numbers across the country. 8. Probus to Burngullow Mainline dualling 8.1. Through the Objective One Connecting Cornwall Transport Taskforce (a partnership of private and public bodies with an interest in improving communications in Cornwall and established in 2000), improvements to the mainline railway between Truro and St Austell were identified as a priority. A 14m scheme to restore 7.5miles of double track was developed in order to remove a single track bottleneck which caused train delays across the south west rail network and limited the frequency of services Without the championing of the scheme by Cornwall County Council, it is unlikely that the project would have progressed at that time. CCC led the bid to secure funding and commitments from other partners including the Strategic Rail Authority (SRA), Network Rail, the Objective One Programme for Cornwall and the Isles of Scilly, and Government Office for the South West, and train operators Wessex Trains, First Great Western and Virgin Cross Country The scheme was completed in late Upon completion of the scheme, David Quarmby, Chairman of the Strategic Rail Authority, said: "This project shows that when the rail industry and regional bodies get their heads together, we can find ways of making significant improvements for passengers, in a short timeframe, and within a sensible budget. This is a true success story for the West Country" Cornwall Council was the accountable body and commissioning authority through back to back agreements with the SRA and Network Rail and delivery contractors. The project involved close co-operation and partnership working at all levels from boardroom to workface and with the funders Objective One and the Rail Passenger Partnership Programme. 9. Coosebean Greenway, Truro 9.1. The Coosebean Greenway is a cycle and pedestrian commuter link within Truro, approximately 1.3km in length and providing an off road route linking St George's Road with Coosebean Lane, Malabar Road and Treliske Lane. It gives cyclists a safe alternative to using the busy A390 to the west of the city, and provides pedestrians with a scenic walk through the countryside behind C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

99 Malabar. The path also links with Malabar Road giving nearby residents offroad access to the city centre including existing and proposed employment and retail space Costing around 930,000, the project received funding support from Cornwall Council s Local Transport Plan, the European Regional Development Fund, Growth Point Funding, and the Department for Transport s Linking Communities fund, administered by Sustrans The works were procured through an open tendering process and constructed by Cormac Contracting Ltd in Project management and delivery of the project required extensive consultation and partnership working with many stakeholders, including Sustrans, Environmental consultants, local resident groups, and the Royal Cornwall Hospitals Trust Bicycle Users Group. Partnership working with the funding bodies was also paramount in achieving a successful outcome The project represents a significant step towards providing a better environment and safer access for cyclists and pedestrians between Truro City Centre and areas where there is high demand for access to work and education. Reducing traffic congestion along the A390 Highertown corridor is contributing to carbon reduction and improved air quality. 10. Conclusion As has been demonstrated above, the Council has a good track record in developing fruitful relationships and working with partners to deliver projects within constrained limits be they financial, time, or quality driven. The Council has the staff and resources to drive forward projects, and a proactive approach to ensure successful outcomes. Whether working with national agencies such as Network Rail, the Highways Agency, and Train Operating Companies, funding bodies such as the Department for Transport, ERDF (through DCLG), and the Homes and Communities Agency, or with local stakeholders, the Council is in a strong position to ensure delivery on time and to budget. C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

100 Appendix 1 Capabilities of CORMAC Solutions and CORMAC Contracting Ltd CORMAC operate two companies which play separate roles in the delivery of highway and transportation infrastructure in Cornwall: CORMAC Solutions Ltd (CSL) is a Cornwall Council owned company which operates under the Teckal exemption and delivers services to the Council through Value for Money assessment as opposed to market competition and testing. This provides great flexibility for the council, reduces procurement lead times and reduces client and contractual risks. CORMAC Contracting Ltd (CCL) is also a Cornwall Council owned company which trades under S95 of the Local Government Act. This company was established with a commercial motive and to bid for both public and private sector contracts. CCL are currently approved on Lot 1 (< 1m projects) and Lot 2 (> 1m projects) of the Council s Civil Engineering Capital Framework, which expires in January CORMAC s Contracting Business Division operates across both companies and a co-operation Agreement between the companies enables CSL to provide CCL with resources on a commercial basis. Across both companies the Contracting Business Division employs in the region of 90 multi skilled operatives and 60 management/supervisory, commercial and administrative staff. Recent investment in re-establishing our directly employed workforce has been made to counter the impacts of construction industry growth on our supply chain and to enable us to play an important role in providing the transportation infrastructure to enable economic development in Cornwall. Our directly employed teams are supported by: a strategic partnership with Job Line recruitment agency, to recruit and provide temporary employees a rationalised supply chain containing the specialist suppliers and subcontractors required for the construction of highway infrastructure, including key relationships with six locally based groundworks subcontractors CORMAC s surfacing teams in CORMAC will be operating a fleet of 5 paving machines Supply of aggregates and asphalt from our quarry in west Cornwall Access to a further 300 operatives form within CORMAC s Highways & Environment Business Division The Contacting Business Division maintains a detailed projects pipeline for 2014/15 and 2015/16+, which helps us to track future opportunities for both CCL and CSL and to assist us in making informed resourcing, partnership and supply chain development decisions. We have identified the SEP as an important source of information when establishing our pipeline and have identified amongst others: Local Development Projects including Truro, Bodmin, Falmouth and Newquay Transport Packages including various developer funded infrastructure elements C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

101 Rail Projects including WCTI Strategic Highway Projects such as A30 Temple and A30 St Erth and A38 Carkeel, and A30 Carland to Chiverton Infrastructure required for the development of Bus networks and services A key business focus is for CORMAC (whether operating as CSL or CCL) is to develop a high quality Design and Construction offering for either two stage or single stage procurement. This can provide clients with added value through a contractor led design including reduced design fees and higher levels of price certainty. With the contractor taking the risk for the design contract administration can be leaner for clients who don t have designer/contractor interfaces to manage. Enablers for this includes identification/development/recruitment of suitable Project Managers, staff engagement and development of a cohesive team culture across CORMAC s internal design and construction teams, identification of design partners to provide specialist service and the expectation that the Council will let more contracts on a Design and Construct basis. In summary, the use of the in-house companies, where possible, has strengthened Cornwall Council s ability to deliver infrastructure projects economically and efficiently providing best value for clients and funders alike. It has strengthened the confidence of major clients, such as the DfT and Highways Agency, in CORMAC s ability to work in partnership with shared goals and ambitions and focussed delivery. C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 13 Delivery Capability Finalv2.doc

102 Appendix L Schemes in Relation to Statutory Environmental Constraints

103 Carrick House, Pydar Street, Truro, TR1 1EB Tel: (01872) Web: cornwall.gov.uk CLIENT: PROJECT Cornwall Council: Bodmin Transport Package TITLE Landscape Designations: All Modes 11 High Cross, Truro, Cornwall, TR1 2AJ Tel: (01872) Web: pbworld.com

104 Appendix M Project Governance

105 REPORT 14 Cornwall and Isles of Scilly Strategic Economic Plan Growth Deal Infrastructure Project Delivery Project Governance Structure and Roles and Responsibilities Document Ref: SEP- PGSRR Rev Final Prepared by Transportation Service Environment Directorate Cornwall Council County Hall, Truro, Cornwall, TR1 3AY Issue and Revision Record Revision Date Originator Purpose of Issue/Nature of Change 0 18 Feb 2014 P J Swain Draft for comment Final 24 Mar 2014 P J Swain For Issue This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authority of Cornwall Council being obtained. Cornwall Council accepts no responsibility or liability for the consequences of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purposes agrees, and will by such use or reliance be taken to confirm his agreement to indemnify Cornwall Council for all loss or damage resulting therefrom. Cornwall Council accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned. C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc

106 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance Contents Project Governance Structure and Roles and Responsibilities 1.0 Purpose of Document 2.0 Reconciliation of PRINCE2 Roles and Responsibilities 3.0 Project Governance Structure 4.0 LEP/Cornwall Council SEP Corporate Programme Board Team Roles 5.0 Project Management Team Roles APPENDIX 1 - Template for Project Specific Role Allocation C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 1

107 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance Project Governance Structure and Roles and Responsibilities 1.0 Purpose of Document The purpose of this document is to define the roles and responsibilities of the Corporate (LEP) and Project Management organisations. The content of the roles and responsibilities only relates to this specific major capital project. The Corporate and Project Management Organisations relate to the programme of Highway Infrastructure Projects being delivered by the Cornwall and Isles of Scilly Local Enterprise Partnership (LEP) 2.0 Reconciliation of PRINCE2 Roles and Responsibilities Roles and responsibilities defined within this document have been developed from those contained within the PRINCE2 Manual. However, for clarity of use within the LEP/ Cornwall Council s project environment, some roles have been renamed. These are summarised as follows: PRINCE2 Terminology CCC Terminology/Role Senior Responsible Officer Director of Economy and Environment Cornwall Council TBC Executive Senior User (s) (as required) Head of Capital Projects Cornwall Council (CC) : Alan Chapman Transport Strategy and Planning Manager (CC) : Matt Sidney Economic Development Representative (CC) TBC LEP/SEP Representative (LEP) Senior Supplier (s) (1) Technical Services Manager (CC) (Cormac Solutions) : Richard Taylor or Engineering Design Manager (CC) (Cormac Solutions): Phil Lee (2) Contractor s Area Manager or Director (To be Appointed) Project Manager Project Manager :Engineering Design Manager Phil Lee, or Senior Project Manager (Cormac Solutions or external consultant to be appointed) : TBC (During construction supported by the C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 2

108 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance Construction Manager (Contractor s Agent)) Team Manager (s) Project Assurance Project Management & Technical Project Assurance Business Case Design Team Manager: Various Technical Services Manager (CC) (Cormac Solutions) : Richard Taylor LEP/SEP Representative; and Transport Strategy and Planning Manager (CC) : Matt Sidney C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 3

109 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance 3.0 Project Governance Structure Cornwall and Isles of Scilly Strategic Economic Plan Growth Deal Infrastructure Delivery Project Governance Structure (Appendix 1 provides a template to allocate roles on specific projects within the programme) Overall LEP/CC SEP Corporate Board Programme Board LEP/CC SEP Corporate Management Sponsoring Group of Senior Stakeholder Business Directors/Managers SEP Partners Senior Responsible Owner Peter Marsh, Director of Economy and Environment (CC) Programme Manager Alan Chapman, Head of Capital Projects (CC) Corporate Financial Manager and S151 Officer rep: To be nominated by Cath Robinson, S151 Officer, Cornwall Council Programme support Individual Scheme Project Management Delivery Main Contractor Project Board (Individuals named for example purposes only and will be project specific) Exec and SU (1): Alan Chapman, Head of Capital Projects SU(2): Transport Strategy and Planning Manager (CC) : Matt Sidney SS(1) : Technical Services Manager (CC)(Cormac Solutions) Richard Taylor SS(2) : Contractors Area Manager/Director - TBC Project Assurance: (Technical)Technical Services Manager (CC)(Cormac Solutions) Richard Taylor; and (Business Case) :Transport Strategy and Planning Manager (CC) : Matt Sidney plus LEP representative Project Manager (Cormac Solutions or External consultant) Contract Supervision Design support and construction (Design) Team Manager (s) Surveys Investigations and environmental teams Other Consultants (external or internal) C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 4

110 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance 4.0 LEP/Cornwall Council SEP Corporate Programme Board Team Roles The following roles explain the normal roles and responsibilities of each member of the Corporate Board. 4.1 Sponsoring Group The Sponsoring Group is the overall driving force behind the programme of projects. It is the group of senior representatives of the partnership responsible for the strategic direction of the business, and ensuring alignment of the programme to deliver that direction. 4.2 Programme Board The Programme Board brings together the key roles, processes and management structures of the programme partners and stakeholders to deliver a programme s desired outcome. It provides the co-ordinated corporate management of a programme of projects to achieve benefits that are of strategic importance Specific Responsibilities The Programme Board provides an organisation structure and process definitions that: Enable linkage between the top level strategic direction of the Sponsoring Group organisations (approved by the stakeholders) and the management activities required to achieve strategic objectives Drives the programme of projects forward to deliver outcomes and benefits Provide a mandate to the Project Boards for all projects Ensures the goals of a project or programme of projects remain valid in response to changes outside the project Supports Project Boards who have to plan and control activities, set priorities and allocate resources for implementation of groups of related projects Ensures the impact of changes on the organisations and stakeholders involved is managed and that the intended change is achieved in the optimum way Helps to focus management attention clearly on the realisation of benefits that are defined and understood at the outset and achieved throughout the lifetime of the project and beyond. 4.3 Senior Responsible Owner (SRO): The SRO is a single individual with overall responsibility for ensuring the programme meets its objectives and delivers its projected benefits. It is likely the SRO will appoint Project Executives for the projects within the programme. 4.4 Programme Manager: Overall responsibility, leadership and authority for the day to day running and success of the programme on behalf of the SRO is assigned to the Programme Manager. C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 5

111 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance 4.5 Corporate Financial Manager: The role of the Corporate Financial Manager is responsible for managing the overall programme s budget on behalf of the Corporate Director, monitoring the expenditures and costs against delivered and realised benefits as the programme progresses. 4.6 Programme Support Programme Support Officers may provide specialist professional support to the Programme Board in such areas as Legal advice. 5.0 Project Management Team Roles The following roles explain the normal responsibilities and tasks of each member of the Project Management team(s) allocated to, and responsible for, the delivery of one or more projects within the programme. 5.1 Project Board The Project Board is responsible to the Corporate Board for the overall direction and management of the project and has responsibility and authority for the project within the remit (the Project Mandate) set by the Programme Board. The Project Board is the project s voice to the outside world and is responsible for any publicity or other dissemination of information about the project Specific Responsibilities The Project Board approves all major plans and requests authorisation for any major deviation from agreed Stage Plans from the Programme Board. It is the authority that signs off the completion of each stage as well as providing authority to start the next stage. It ensures that required resources are committed and arbitrates on any conflicts within the project or negotiates a solution to any problems between the project and external bodies. In addition, it approves the appointment and responsibilities of the Project Manager. The Project Board has responsibilities set down in the PRINCE2 Manual, including but not limited to: o approving the start of the project via acceptance of the Project Brief o o o o o confirmation with Corporate Management of project tolerances specification of external constraints on the project, such as quality assurance approval of an accurate and satisfactory Project Brief, including that it complies with relevant customer standards and policies provision of overall guidance and direction to the project, ensuring it remains within any specified constraints review of Stage Plans and any Exception Plans C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 6

112 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance o requesting approval of Exception Plans causing major deviation from the Stage Plan from the SRO/Programme Board o compliance with Corporate management directives o assurance that all Deliverables have been delivered satisfactorily o assurance that all Project Objectives have been met o approval of the End Project Report o approval of the Post Project Review Report and the passage of this to the appropriate group to ensure action o project closure notification to Corporate management The Project Board directs the project. The Project Board is ultimately responsible for assurance that the project remains on course to deliver the desired outcome of the required quality to meet the Business Case defined in the Project Brief. 5.2 Executive The Executive is ultimately responsible for the project, supported by the Senior User and Senior Supplier. The Executive s role is to ensure that the project is focused throughout its life cycle on achieving its objectives and delivering a product that will achieve the projected benefits. The Executive has to ensure that the project gives value for money, ensuring a cost-conscious approach to the project, balancing the demands of business, user and supplier. Throughout the project, the Executive owns the Business Need Specific Responsibilities These are set out in the PRINCE2 Manual and include but are not limited to: Oversee the development of the Project Brief and Business Need Ensure that there is a coherent project organisation structure and logical set of plans for the delivery of the project Authorise stage expenditure and set stage tolerances Monitor and control the progress of the project at a strategic level Ensure that any proposed changes of scope, cost or timescale are checked against their possible effects on the Business Need Ensure that risks are being tracked and mitigated as effectively as possible Chair Project Board meetings Recommend future action on the project to the Programme Board if the project tolerance is predicted to be exceeded Approve the sending of the project closure notification to the Corporate Board The Executive is responsible for overall business assurance of the project that is, that it remains on target to deliver outcomes that will achieve the expected business benefits, and that the project will be completed within its agreed tolerances for budget and schedule. C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 7

113 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance 5.3 Senior User(s) The Project Board is not a democracy controlled by votes. The Executive is the key decision maker, seeking direction from the Programme Manager/SRO as appropriate with advice and commitments from others. A Senior User is responsible for the specification of the needs of all those who will use the final product(s), for user liaison with the project team and for monitoring that the solution will meet those needs within the constraints of the Business Case in terms of quality, functionality and ease of use. The role represents the interests of all those who will use the final product(s) of the project, those for whom the product will achieve an objective or those who will use the product to deliver the benefits. The Senior User role commits user resources and monitors products against requirements. This role may require more than one person to cover all the user interests. For the sake of effectiveness the role should not be split between too many people. 5.4 Senior Supplier(s) Represents the interests of those designing, developing, facilitating, procuring and implementing the project. A Senior Supplier is accountable for the quality of Deliverables produced by the Design Consultant. A Senior Supplier role must have the authority to commit or acquire resources required Specific Responsibilities Select and appoint the Suppliers delivery Team(s) Agree objectives for activities Make sure that progress towards the outcome remains consistent from the Supplier s perspective Ensure that the resources required for the project are made available Contribute Supplier s opinions on Project Board decisions on whether to implement recommendations on proposed changes Administer the delivery team contracts and resolve conflicts. 5.5 Project Manager: The Project Manager has the authority to run the whole project on a day-to-day basis on behalf of the Project Board within the constraints and tolerances laid down by the project board, in accordance with the functions set down in the PRINCE2 Manual. The Project Manager s prime responsibility is to ensure that the project produces the required products, to the required standard of quality and within the specified constraints of time and cost. The Project Manager is also responsible for the project producing a result that is capable of achieving the benefits defined in the Business Case. 5.6 Team Manager(s) C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 8

114 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance The Team Manager s prime responsibility is to ensure production of those products defined by the Project Manager to an appropriate quality, in a timescale and at a cost acceptable to the Project Board. The Team Manager reports to and takes direction from the Project Manager. 5.7 Project Assurance Project Assurance provides an independent view of how the project is progressing. There are three views of assurance; business, user and supplier. Assurance is about checking that the project remains viable in terms of costs and benefits (business assurance), checking the user requirements are being met (user assurance) and that the project is delivering a suitable solution (supplier assurance) Given that each of the three views of assurance reflects the interest of the three principal Project Board Members, Project Assurance will be undertaken the relevant Project Board member with specific responsibilities identified with each role. 5.8 Project Support The provision of any Project Support on a formal basis is optional at the discretion of the Project Manager. Tasks need to be done by the Project Manager or delegated to a separate project support entity, and this will be driven by the needs of the project and the Project Manager. Project Support may be in the form of advice on project management tools, guidance, administrative services such as filing, and the collection of actuals, to one or more related projects. Where set up as an official body, Project support can act as a repository for lessons learned and a central source of expertise in specialist support tools (e.g. programming). C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 9

115 Report 14: GROWTH DEAL INFRASTRUCTURE: Project Governance APPENDIX 1 Template for Project Specific Role Allocation for inclusion in project documentation for specific projects in the overall SEP Programme. Executive Role Allocated to: Client Manager Senior User (s) Client Manager and Stakeholder Representative(s)..... Senior Supplier (s) (1) Design Manager (2) Contractors Director. Project Manager Named Project Manager (During construction supported by the Construction Manager (Contractor s Agent)).. Team Manager (s) Design Team Manager(s):.... Project Assurance Business.. User.. Supplier C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\Report 14 Project GovernancePGSRR FinalV2.doc Page 10

116 BODMIN PACKAGE: Project Governance Structure and Roles and Responsibilities BODMIN TRANSPORT PACKAGE GOVERNANCE ARRANGEMENT Refer to Appendix for the overall Governance Arrangements with which the following should be read. Executive Role Allocated to: Client Manager Alan Chapman, Head of Capital Projects, Cornwall Council Senior User (s) Client Manager and Stakeholder Representative(s) Matt Sidney, Transport Planning and Strategy Manager, Cornwall Council Peter Tatlow, Cornwall Council Network Manager Projects Manager, Royal Cornwall Hospital Senior Supplier (s) (1) Design Manager Richard Taylor: Technical Services Manager, Cornwall Council, Cormac Solutions Ltd (2) Contractor s Director/Area Manager Simon Deacon, Cormac Construction Ltd Project Manager Named Project Manager Name TBC Cormac Solutions Ltd (During construction supported by the Construction Manager (Contractor s Agent)) Name TBC Cormac Construction Ltd Manager Team Manager (s) Design Team Manager(s): Team Leader TBC Cormac Solutions Ltd C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\ Bodmin Project Governance template.docx 15_01_2007 Page 1

117 BODMIN PACKAGE: Project Governance Structure and Roles and Responsibilities Project Assurance Business Case Alan Chapman: Project Executive Supplier Richard Taylor: Technical Services Manager, Cormac Solutions Ltd C:\Users\ben.smith-laing\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\KLRE4O0V\ Bodmin Project Governance template.docx 15_01_2007 Page 2

118 Appendix N Letters of Support

119 Head Office Sustrans 2 Cathedral Square College Green Bristol BS1 5DD T: F: Information: Matt Sidney Strategic Transport Manager Cornwall Council Carrick House Pydar Street Truro Cornwall TR1 1EB 27 March 2014 Dear Matt Sidney, Bodmin Transport Package Sustrans support I am writing to provide Sustrans support for Cornwall Council s Town Transport Packages and specifically Bodmin s. Sustrans has enjoyed a strong and fruitful working relationship with Cornwall Council both currently and historically and these successes have included the delivery of the Clay Trails network around Eden; the Cornish Way; a range of other infrastructure schemes in the county; and also behavioural change programmes such as LSTF s Access to Education. Sustrans supports Cornwall Council s Bodmin package and its aim to use sustainable transport and improved public realm as the nexus for economic regeneration. Sustrans was pleased to see public transport, walking and cycling schemes included in the LEP and LTB priority schemes as a way to achieve its strategic aims and has appreciated understanding better how the 22.4m in the Bodmin, St. Austell and Falmouth transport packages will directly benefit and prioritise walking and cycling. The 3.4m allocation for cycling in the Bodmin Transport Package will provide excellent return on investment by opening up journey choice to local people to facilitate a shift to active and sustainable modes whilst also bringing the highly successful Camel Trail (part of the National Cycle Network) directly into the town centre. The Camel Trail sees over 560,000 users annually with over 475,000 of those being cyclists. The Camel trail is also a vital tourism route and attractor in its own right. By connecting it to the town centre local businesses will directly benefit from increased footfall. Long distance cycle routes, which are predominantly rural, can generate as much as 30 million per year to the local economy; Registered Office, Sustrans, 2 Cathedral Square, College Green, Bristol BS1 5DD. T: Belfast T: / Caerdydd/Cardiff T: / Edinburgh T: with offices in: Birmingham / Crew / Derby / Leeds / London / Newcastle / Oxford / Peterborough / Abertawe/Swansea Registered Charity no / Company Limited by Guarantee no / VAT Registration no / Printed on recycled paper

120 enough to sustain over 600 full time equivalent jobs. For example, the Way of the Roses cycle route has been estimated to generate 3 million, supports 60 jobs and created 37 additional jobs in the construction of the route. There is a wealth of evidence that demonstrates that sustainable place-making and prioritisation of sustainable modes of transport can support local growth by improving access to employment and services, attracting and retaining inward investment, reducing carbon emissions and supporting GVA (insofar as GVA can be defined as jobs and productivity, it may be influenced by factors including the health of the workforce; graduate retention; access to jobs; and employment sites having access to a wider labour force. Making cycling and walking an easier choice can contributing to GVA by supporting these factors, for instance through increased physical activity; creating more and healthier travel choices; improving travel options, getting people back to work sooner; and enabling more people able to afford to access more jobs). Sustrans welcomes Cornwall s proposals to develop a sustainable and equitable transport system that puts growth, quality of place and safety at the heart of its aims and very much looks forward to continuing our successful partnership, should the growth deal bid be successful. Yours sincerely, Ian Barrett SW Regional Director

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125 Appendix O Delivery Programme

126 CORNWALL STRATEGIC ECONOMIC PLAN ID Task Name Start Finish r Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr Church Square - Bodmin Mon 26/01/15 Fri 27/05/16 2 Design & Procurement & Procurement Mon 26/01/15 Fri 02/10/15 3 Mobilisation Mon 05/10/15 Fri 30/10/15 4 Construction Mon 02/11/15 Fri 27/05/16 5 Priory Road/Launcestion Junction Mon 11/08/14 Fri 13/11/15 6 Design & Procurement Mon 11/08/14 Fri 17/04/15 7 Mobilisation Mon 20/04/15 Fri 15/05/15 8 Construction Mon 18/05/15 Fri 13/11/15 9 Tolgus Mon 11/08/14 Fri 30/10/15 10 Design & Procurement Mon 11/08/14 Fri 19/12/14 11 Mobilisation Mon 05/01/15 Fri 30/01/15 12 Construction Mon 02/02/15 Fri 30/10/15 13 Treluswell Mon 13/10/14 Fri 01/04/16 14 Design & Procurement Mon 13/10/14 Fri 02/10/15 15 Mobilisation Mon 05/10/15 Fri 30/10/15 16 Construction Mon 02/11/15 Fri 01/04/16 17 NSR Phase 1 Mon 11/08/14 Fri 26/06/15 18 Design & Procurement Mon 11/08/14 Fri 05/12/14 19 Mobilisation Mon 08/12/14 Fri 02/01/15 20 Construction Mon 05/01/15 Fri 26/06/15 21 A38 Carkeel Junction Mon 27/07/15 Fri 31/03/17 22 Design & Procurement Mon 27/07/15 Fri 05/08/16 23 Mobilisation Mon 08/08/16 Fri 02/09/16 24 Construction Mon 05/09/16 Fri 31/03/17 25 Arch Hill Mon 08/06/15 Fri 07/04/17 26 Design & Procurement Mon 08/06/15 Fri 30/09/16 27 Mobilisation Mon 03/10/16 Fri 28/10/16 28 Construction Mon 31/10/16 Fri 07/04/17 29 A390 Threemilestone Roundabout Mon 15/06/15 Fri 31/03/17 30 Design & Procurement Mon 15/06/15 Fri 12/08/16 31 Mobilisation Mon 15/08/16 Fri 09/09/16 32 Construction Mon 12/09/16 Fri 31/03/17 33 A390 Threemilestone Bus Gate Mon 23/02/15 Fri 09/09/16 34 Design & Procurement Mon 23/02/15 Fri 11/03/16 35 Mobilisation Mon 14/03/16 Fri 08/04/16 36 Construction Mon 18/04/16 Fri 09/09/16 37 Treliske Roundabout Mon 11/08/14 Fri 15/04/16 38 Design & Procurement Mon 11/08/14 Fri 09/10/15 39 Mobilisation Mon 12/10/15 Fri 06/11/15 40 Construction Mon 09/11/15 Fri 15/04/16 Project: CORNWALL STRATEGIC EC Date: Tue 18/03/14 Task Milestone Summary CC Embargo Period