1 Executive Summary - cornwall.gov.uk · 1 Executive Summary 1.1 1. Introduction 1.2 The Cornwall Local Transport Plan 2006-2011 (LTP2) was published in March ... activities such

1 Executive Summary

1.1 1. Introduction

1.2 The Cornwall Local Transport Plan2006-2011 (LTP2) was published in March2006. It identifies the local transportpriorities and sets out a programme of localtransport improvements for the County.

1.3 Although no longer a statutoryrequirement, this 2006/07 Annual ProgressReport (APR) has been produced in orderto report to our partners and stakeholderson what we have achieved during the firstyear of this LTP2 programme.

1.4 A range of schemes are indevelopment, or have been delivered, thatcontribute towards the Government’s fourkey ‘shared' priorities; improved access,local safety, reduced congestion andreduced air pollution. These schemes aimto contribute towards achieving national,regional and local targets.

1.5 2.The Spending Programme

1.6 Together with other grants andcontributions that we have secured, the finaloutturn figure for 2006/07 was £38.873m.This represents a significant further valueof around 25% to the LTP settlement of£27.721m and confirms a strong ongoingcommitment by Cornwall to its LTPresponsibilities.

1.7 3. Addressing Regeneration andCongestion in Cornwall

1.8 As the population and economy ofCornwall experience considerable growth,the LTP has an important role in supportingeconomic regeneration whilst addressingthe potential congestion that can arise fromsuch growth.

1.9 During the first year of the LTP2programme, a range of projects have beendelivered on the ground including:

Truro Quality Transport Corridorimprovements providing bus, cycle andfootway enhancementsThe Richard Lander School travel planwhich has resulted in a reduction in carborne journeys on the A390 due to theschool runCamborne railway station upgradewhich has improved the passengerfacilitiesQuality Bus Route from Falmouth toTroon providing a range of improvements to this service.

1.10 Significant progress has also beenmade against other projects which will belaunched in subsequent years, in particularthe Park-and-Ride proposal for Truro, theB a r n c o o s e L i n k R o a d fo rCamborne-Pool-Redruth (CPR), the StAustell Civic Pride Initiative and the St ErthPark-and-Ride. These schemes have beenfunded from a range of sources includingLTP2 funding.

1.11 A number of European funded andmajor scheme proposals have also beenprogressed during 2006/07 includingNewquay Cornwall Airport, the Isles of ScillySea Link, the Truro-Falmouth RailImprovement, regeneration infrastructure inCPR and the Truro Transport Strategy.

1.12 4. Improving Local Safety inCornwall

1.13 The Casualty Reduction Strategypublished in 2005 sets out programmes forengineering, enforcement and education,training and publicity as well as relatedactivities such as road maintenance, safetyaudit and safer routes to school. Thedelivery of this Strategy was progressed in2006/07.

1.14 The Strategy has led to the followingrange of activities:

A continuation of Local SafetySchemes, but at a lower level,recognising the reducing rate of return

1

as sites with lower casualty figures aretreatedA programme of route interventionstargeted at routes with a higher thanexpected casualty recordA programme of route interventionstargeted specifically at motor cyclecasualtiesA focused programme of Education,Training and Publicity workIncreased enforcement via the Devonand Cornwall Safety CameraPartnership and Devon and CornwallConstabulary, with increased emphasison data led interventionsA wider programme of Safer Routes toSchool initiatives and speedmanagement measuresA small number of more significantschemes with casualty reduction as themajor objective (such as A39 CarnonGate).

1.15 2006 saw a reduction in the numbersof casualties, although the average severityof casualty injuries rose. We will beaddressing this aspect in future programmesand remain on target for performancedelivery in LTP2.

1.16 5. Improving Accessibility inCornwall

1.17 Accessibility planning aims toaddress social exclusion, encouraging allgroups of society to enjoy the opportunitiesthat living in Cornwall presents. Access toessential services is vital to communitiesthat encounter isolation, eithergeographically or for social reasons.

1.18 Working closely with both of theRural Transport Partnerships (RTPs)operating in Cornwall, we have assisted inimplementing projects in the east and westof the County to improve access to essentialservices. The progress made during2006/07 has been fully complementary tothe Local Area Agreement (LAA) for'Improving Access to Services' and includes:

The LINC research project

Cornwall Access Pass - a wallet forpeople with learning disabilities toassist with bus travelSt Mawes Ferry timetableimprovementsWheels to Work - a scheme which hasimproved access to work and trainingSix Parishes Dial-A-Ride.

1.19 6. Improving Air Quality inCornwall

1.20 The LTP2 identifies six hotspots inthe County where monitoring revealed airquality readings had on average exceededthe National Air Quality Strategy (NAQS)limit of 40 micrograms per metre cubed ofNitrogen dioxide (NO2). Extensive real timemonitoring and diffusion tube monitoring hascontinued to take place in a number oflocations throughout the County in anattempt to understand the nature and causeof the air quality problems.

1.21 Transport initiatives, particularlytraffic management measures, have playedan important role in tackling air qualityproblems. For example, a simple yellow boxmarking has helped alleviate the air pollutionin Bodmin and a signing strategy is beingintroduced in Falmouth to combat thecongestion in the town centre.

1.22 Whilst this year has witnessed arelatively modest level of expenditurecompared to the likely investment in futureyears of LTP2, substantial study,consultation and preparatory work has beenundertaken.

1.23 7. Addressing HighwayMaintenance and Asset Management

1.24 The LTP Maintenance Block fundingallocation in 2006/07 enabled substantialprogrammes of works to be developed forthe maintenance of carriageways andstructures all in support of wider LTP2 aimsand objectives under an 'asset management'approach. These included:

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A total of 28 'A' road surface treatmentschemesThe delivery of 121 LTP funded surfacetreatment schemes on non-principalroads supplemented by a further 30surface dressing schemes fundedthrough other County Council fundsA virtually full programmed delivery ofbridge and retaining wall schemesA countywide programme of footwayschemes.

1.25 The effective maintenance andstrengthening of all of our roads, footways,bridges and retaining walls, contribute to abetter transport network. All programmeswere successfully delivered in 2006/07 andthe LTP2 allocation was spent in full.

1.26 8. Progress Towards Objectives,Targets and Outcomes

1.27 We have made significant progresstowards both the Government’s core targetsand our local targets set out in the LTP2.There is a focus on those targets that reporton the outcomes of the LTP2 programmes.Of the targets applicable to Cornwall, weare well on track to deliver them by thetarget date.

1.28 9. Looking Forward

1.29 Following the successful delivery ofthe first year of the LTP2 capital programme,2007/08 looks set to be equally as excitingand challenging. A total of over £43mcapital funding is available for the year andwill be spent across the five LTP2 areas ofdelivery. In addition to this, we arecommitted to significant ongoing revenuefunding that will help deliver ourtransportation service commitments.

1.30 10. Appendices

1.31 A number of appendices are includedin this report as follows:

1.32 Pro Forma A: Core Indicators

1.33 Pro Forma B: Local Indicators

1.34 Pro Forma C: Maintenance Data

1.35 Pro Forma D: Scheme Outputs FormF4

1

1

Body

10Introduction

14The Spending Programme14Introduction

15Review of Scheme Spending in 2006/07

18Addressing Regeneration and Congestion in Cornwall18Introduction

18Overview of the Year

20Examples of Delivery on the Ground

20Truro Quality Transport Corridor Improvements

21Richard Lander School - Travel Plan

22Camborne Railway Station

23Kickstart Quality Bus Route - Service 41 Falmouth to Troon

24The EU Objective One Supporting Programme

25Newquay Cornwall Airport

27Isles of Scilly Sea Link

27Truro - Falmouth Rail Improvement

28Regional Funding Allocation - Major Schemes

29Position Statement: LTP1 Major Schemes

29Camborne-Pool-Redruth: Regeneration Infrastructure

30Truro: Local Distributor Road

31Review of Regeneration and Congestion Programme

32Future Programme

34Improving Local Safety in Cornwall34Introduction



35Quintrell Downs Local Safety Scheme

36Safer Routes to School

36Review of Local Safety Programme

37Future Programme

40Improving Accessibility in Cornwall40Introduction



42Wheels to Work

43Six Parishes Dial-A-Ride

43Review of Accessibility Programme

44Future Programme

46Improving Air Quality in Cornwall46Introduction



48Traffic Management Measures in Bodmin

48Falmouth Signage Strategy

49Review of Air Quality Programme

49Future Programme

52Addressing Highway Maintenance and Asset Management52Introduction



53A390 Highertown Corridor, Truro

54Tregullow Retaining Wall, Scorrier

55Review of Maintenance Programme

56Future Programme

58Progress Towards Objectives, Targets and Outcomes58Introduction

58Progress Towards Achieving Wider Outcomes

58Addressing Regeneration and Congestion in Cornwall

59Improving Local Safety in Cornwall

60Improving Accessibility in Cornwall

61Improving Air Quality in Cornwall

61Addressing Highway Maintenance and Asset Management

64Looking Forward64Introduction

64Forward Plan

65Addressing Regeneration and Congestion in Cornwall

66Improving Local Safety in Cornwall

68Improving Accessibility in Cornwall

68Improving Air Quality in Cornwall

69Addressing Highway Maintenance and Asset Management

71Service Plan and Commitments for 2007/08

7311 Appendices7311.1 Pro Forma A - Core Indicators

7611.2 Pro Forma A - Core Indicators Explanatory Notes

7911.3 Pro Forma B - Local Indicators

8111.4 Pro Forma B - Local Indicators Explanatory Notes

8411.5 Pro Forma C - Maintenance Data

8411.6 Pro Forma D - Scheme Outputs Form F4

Introduction

Introduction

"Our transport system plays a crucial role inour economy and society. It connects peopleto work, shops, friends and family, andessential goods and services; it linksbusinesses to their employees and theirmarkets, at home and abroad. In anincreasingly inter-connected world, efficienttransport networks are now more importantthan ever". (Douglas Alexander MP, May2007)[1]

In Cornwall, an efficient transport system isvital to all aspects of our lives. The majorityof us find car travel easy and convenient,allowing us to make independent journeyswhenever we wish. However, the freedomoffered by the private car has also led toincreased problems and concerns. A growthin use and an increasing dependence onthe car can contribute towards a reductionin the quality of life for everyone. Busierroads, polluted air, reduced safety andcommunities affected by traffic volumes canall have a detrimental effect. As traffic levelsrise, our roads wear out more quickly andrequire more frequent and costlymaintenance.

Transport choices can also be limitedbecause of the rural, dispersed nature ofCornwall, especially for those without accessto a car or public transport. Travel for workor shopping, for example, can become verydifficult to access and may exclude peoplefrom social activities and opportunities thatmany take for granted. Our main challengeis to help address the many competing andcomplex transport needs, but at the sametime balancing these with environmentalissues and resources available.

Specific recognition of Cornwall's difficulteconomic position has been acknowledgedin the European context. The County hasbeen designated a European Union (EU)Objective One area and support willcontinue into the forthcoming EUConvergence programme period (2007/13).

The Cornwall Local Transport Plan2006-2011 (LTP2) identifies the localtransport priorities and sets out aprogramme of local transport improvementsfor the County. Although no longer astatutory requirement, this Annual ProgressReport (APR) has been produced in orderto report to our partners and stakeholderson what we have achieved during the firstyear of this programme: 2006/07.

In December 2006, the Governmentannounced its assessment of all the LTPsaround the country. Both Cornwall’s LTP2and our delivery of the first LTP wereassessed as ‘excellent’ – placing Cornwallas one of the top local transport authoritiesin the country. As a result of this, theCounty has been designated a ‘Centre ofExcellence for Local Transport Delivery’and has been invited to share its goodpractice with others.

As a result of this ‘excellent’ assessment,the maximum level of capital funding for2006/07 was secured from centralgovernment, totalling £27.721m. Thissettlement, combined with County Councilresources and other funding, enabled us tosuccessfully deliver a wide-rangingprogramme of integrated transport andhighway maintenance schemes totaling£38.873m. This spending programme isdescribed in more detail in Chapter 2.

In order to reflect central and localgovernment priorities for access, localsafety, congestion and air pollution, theLTP2 programme is divided into distinctdelivery programmes and this report alsofollows that format as set out below:

Addressing Regeneration andCongestion in Cornwall (Chapter 3)Improving LocalSafety in Cornwall(Chapter 4)Improving Accessibility in Cornwall(Chapter 5)Improving Air Quality in Cornwall(Chapter 6)

The 'shared' priority area relating tocongestion has been presented in theCornish context of Regeneration andCongestion, recognising the importance ofregeneration to the future of the County.We have also included an additional localtheme for Highway Maintenance andAsset Management (set out in Chapter 7),given its cross cutting nature and the highvalue of its programme.

Chapter 8 describes the progress madeagainst the objectives, targets and outcomesset out in LTP2, and Chapter 9 brieflydescribes the programme for the nextfinancial year 2007/08.

A review of LTP2 has also been undertakento identify areas of work in addition to theCapital Programme. We have developeda comprehensive management procedureto consolidate and monitor the delivery ofthe commitments made in the Plan. Theprogress made is under constant review,allowing swift and decisive action to betaken to ensure that the programme ofrevenue commitments made in LTP2 is alsoeffectively managed.

[1] Department for Transport (May 2007)‘Strengthening local delivery:The draft LocalTransportBill. Volume 1: A consultation’

The Spending Programme

The Spending Programme

A revised transport strategy for Cornwallwas established as part of the developmentof the LTP2. It was clear from this reviewthat the investment required to meet thedesired transport needs across the wholeof the County far outstripped the availableresources per year. Hence, a plannedprioritisation process was used to establishthe LTP2 five year capital deliveryprogramme, prepared and justified on theevidence of need and prioritised in terms ofvalue for money and value of contributiontowards overall aims. With respect toaddressing congestion and assisting withregeneration, this has led to a prioritisationof resources in key urban areas in order todeliver real improvements, such as astep-change in public transport provisionduring the plan period.

Introduction

This document reports primarily on how theavailable capital resource has been spentduring the last year. The term 'capital'relates to spending on significant assets thatwill have a life of many years, such as newbuildings and roads. Capital funding isusually borrowed in a similar way to that ofa homeowner’s mortgage, although thereare some direct grants. Revenue spendingis money spent on day-to-day items to runservices, such as staffing, supplies andpurchase of services from a variety ofexternal providers. Revenue spending isfinanced from a number of governmentgrants, including business rates and counciltax. So, for example, installing a new streetlight will be a capital cost, but replacing thelight bulb will be a revenue cost. Subsidisinga bus service is a revenue cost, but buyinga new bus is a capital cost.

Various capital funding streams areavailable, which will fund the LTP2 deliveryprogramme. These are summarised inTable 2.1.

DescriptionCapital FundingSources:

This borrowing approval is made available by Central Government onthe basis of an assessment of each transport authority, which is

Local TransportPlan:

informed by factors such as the population profile, road casualtyIntegrated

Transport Blockbaselines and passenger transport patronage plus a 'reward' elementbased on performance. The Department for Transport (DfT) issued‘Planning Guidelines’ in December 2005 for the ‘Integrated TransportBlock’ and ‘Highway Maintenance Block’. The Integrated TransportBlock is usually for transport projects which total less than £5 million.The allocation for 2006/07 was subject to up to 25% alteration up ordown, dependant on the quality of the Authority's future plans and itsrecent performance with respect to transport delivery. As a result ofthe County’s good performance Cornwall received the maximum 25%uplift in allocation.

The DfT issued ‘Planning Guidelines’ in December 2005 for theHighway Maintenance Block. This resource is provided for structural

Local TransportPlan:

local road maintenance - major resurfacing, maintenance or MaintenanceBlock replacement of bridges, tunnels etc, and occasionally reinstatement

of roads following natural events or disasters.

Individual transport schemes in excess of £5 million follow a separatefunding and approval procedure. This funding will be allocated by the

Regional FundingAllocation – Major

Schemes Secretary for State for Transport. Regional Advice is submitted throughthe Regional Funding Allocation process; this is explained in moredetail in Chapter 3.

We have taken every opportunity to maximise the funds available byseeking additional contributions from a diverse range of sources.

AdditionalContributions

Typically, additional sources have included: European funding, grants,external contributions and prudential borrowing.Funding contributions from development are also important. Developercontributions have been forthcoming to assist with the delivery of anumber of significant schemes which contribute towards LTPoutcomes. Examples of schemes in 2006/07 which benefited fromsignificant levels of developer contributions include the Helston reliefroad and related pedestrian and cycling improvements, cycling andpedestrian improvements in Truro, and public transport and pedestrianenhancements in Penryn.

Capital Funding Sources

Whilst this document reports primarily on capital investment into transport projects, it shouldalso be noted that substantial revenue funding is also used to support and supplementdelivery of the LTP2 strategies, as set out in Table 2.2.

DescriptionRevenueFunding

There is in excess of £30 million per year of County Council revenueinvestment which underpins transport delivery. Around £25 million of

Revenue FundingCommitments

this budget supports local highway maintenance and includes: routineand safety maintenance, drainage, street lighting, signals, and signs,IT solutions and winter service. The remaining balance of around £5million provides for other transport related functions such as publictransport support, traffic management, travel awareness, road safety,school crossing patrols, monitoring air quality, development controlfunctions and LTP monitoring.

Revenue Funding Commitments

During 2006, we submitted the final LTP2 and the LTP1 Delivery Report for considerationby the Department for Transport. In December 2006 we were pleased to be informed thatboth documents were graded as 'excellent'. This meant that Cornwall has again receivedthe maximum reward funding of 25% for the Integrated Transport block. The level ofmaintenance support for 2007/08 was decreased from the target guideline value of £17.684mto £15.513m to reflect the reducing requirement resulting from the previous years' successfulmaintenance delivery programme. A summary of planned investment for 2007/08 is includedin Chapter 9.

Review of Scheme Spending in2006/07

Delivery of the LTP2 year one programme for 2006/07 was successfully achieved.

A balanced and prioritised five year delivery programme for the LTP2 has been developedto support the ‘shared' priorities with costs based on the Planning Guidelines. Funding in2006/07 is set out in Table 2.3. Table 2.4 illustrates how investment has been allocatedbetween the LTP2 shared priorities in 2006/07.

£'000sCapital Funding Resources 2006/0727,721Total LTP Core Funding (Integrated Transport and

Maintenance Blocks)11,152Third Party and Other Contributions38,873Total 2006/07 Capital Funding

Summary of Funding for 2006/07

Total3rd PartyOther CCCLTPFunding

All figures in £'s

4,503,365426,365518,3333,558,667Regeneration and Congestion

2,970,23201462,970,086EU Objective One

2,505,466002,505,466Safety

201,48800201,488Accessibility

176,56000176,560Air Quality

10,357,111426,365518,4799,412,267Subtotal

4,601,6200209,6204,392,000Structures

16,084,91902,764,91913,320,000Capital Maintenance

20,686,53902,974,53917,712,000Subtotal

7,829,4074,784,0282,448,825596,554Other Schemes

£38,873,057£5,210,393£5,941,843£27,720,821Total 2006/07

Summary of Total Investment Programme for 2006/07

Addressing Regeneration and Congestion in Cornwall

Addressing Regenerationand Congestion in Cornwall

Introduction

Cornwall is undergoing significant change.It has one of the fastest growing populationsin the country and has seen considerableeconomic growth in recent years stimulatedby the European Union (EU) Objective Oneprogramme. Having qualified for the nextround of EU Convergence funding, this trendis set to continue with recent forecastsindicating a net growth of employment in themain towns of more than 31,000 jobsbetween 2006 and 2026 - a growth of 22%over the existing number of jobs.

The figure below illustrates the steepergrowth curves witnessed in travel behaviourand the economy in the short time periodsince 2000. Economic activity is measuredin terms of Gross Value Added (GVA), which

assesses the local contribution that eachsector or industry makes to the nationaleconomy.

The importance of transport in facilitatingeconomic growth is widely recognised. Inparticular, the Eddington Transport Study,which was published in 2006, notes that theperformance of the UK’s transport networkswill be a crucial enabler of sustainedproductivity and competitiveness. It warnsthat economic growth itself causes risingtransport demands which, if left unchecked,can put the transport network under strain,damaging productivity and competitiveness.

This chapter reports on progress made withrespect to scheme delivery during 2006/07related to the LTP2 objective of 'AddressingRegeneration and Congestion in Cornwall'.An assessment of our progress towardsobjectives, targets and outcomes can befound in Chapter 8.

Overview of the Year

The first year of LTP2 delivery has been aparticularly successful one. Not only havethere been a number of projects deliveredon the ground, but also significant progresshas been made on projects that will belaunched in subsequent years, such as thePark-and-Ride proposal for Truro. Similarly,significant progress has been made with

respect to a number of European fundedand major scheme proposals which arereported in more detail later in this chapter.

There has been a diverse range of schemescompleted within the year centred ontackling transport issues in the main CornishTowns. These range from travel planinitiatives to the provision of 'hard'infrastructure, such as bus lanes and

cycleways. Examples of some of theschemes delivered during the last year aredetailed in Section 3.3.

Other notable successes include thesubstantial progress which has been madetowards delivering longer term projects inthe mid-Cornwall area.The prime initiativeis the 'Well Cornwall' Project, which hasstarted to make a significant contributiontowards economic regeneration in the area.Main elements include the 'Knowledge Spa',(an educational Centre of Excellence basedat the Royal Cornwall Hospital along withTruro College and other outposts) Additionally, the Combined University ofCornwall (CUC) partnership will increasethe number of places taken up in highereducation.

Transport infrastructure initiatives areplanned in support of the 'Well Cornwall'project. A planning application for the TruroPark-and-Ride site, west of the City, wassubmitted to the planning authority inFebruary. Given a positive outcome, workon site should commence this summer withthe site opening in April 2008. Thesubmission of the planning applicationfollows extensive design work whichconsidered complex landscape and habitatconsiderations. The proposal is not onlyvery significant in transport terms, but shouldalso become an exemplar project withrespect to its environmental sensitivity. Thescheme design incorporates a number ofsustainable features such as foul watertreatment by reed beds, ground sourceheating, rainwater harvesting, use ofrecycled materials and the use of locallyappropriate species with the planting of anadditional 300 trees. The form of designchosen has allowed extensive areas ofvaluable habitat to be included in thedesign. The tendering process for thepark-and-ride buses has been completed.Procurement included an assessment dayto which all the tendering bus manufacturerswere invited. Members of interestedstakeholders were invited and undertook a‘test ride’ following which they were askedto assess each bus in terms of its quality.

The results of the day were used to assessthe quality of each bus within the tenderassessment process. The manufacture ofthe new buses should begin in Septemberwith delivery in the New Year.

Substantial progress has also been madein the Camborne-Pool-Redruth (CPR)area. The construction of the BarncooseLink Road will form the first stage in the newEast–West Link Road; a pivotal element ofthe CPR Transport Strategy. Havingresolved issues regarding planningpermission and a covenant on the land, workhas commenced and the new section ofroad is expected to open to traffic inNovember 2007. The prospect of improvedaccess to the area has encouraged thedevelopment of 11 industrial units andplanning applications for a further 9 units.The scheme will divert heavy goods vehicles(HGVs) away from residential roads, afurther objective of the project.

In St. Austell, the St. Austell Civic PrideInitiative will encourage economicregeneration and sustained investment inthe town. This project, largely funded by theRegional Development Agency (RDA) andEuropean funding, is set to deliver £3.7million worth of public realm works toimprove the attractiveness of key streets,capitalise on the town's unique heritage,reduce traffic congestion and improve localsafety.

The first phase of works is currently underconstruction and includes the enhancementof the area around Holy Trinity Church tocontrol vehicle speed and supportpedestrian movements, and improvedpedestrian links along Trevarthian Roadbetween the town centre and the railwaystation.

We will continue to work in partnership withother stakeholders to deliver the publicrealm works throughout the remaining lifeof this project.

The last year has also been an importantone with respect to the development of theSt Erth Park-and-Ride scheme. Whilstthe project is programmed for delivery in2009/10, important land acquisitions weremade in 2006/07, which are critical to itsdelivery.

Examples of Delivery on theGround

We have included examples of IllustrativeSchemesin the following sectionsthatdemonstrate the variety of projects deliveredin the first year of the LTP2 programme.

Truro Quality Transport CorridorImprovements

New bus lanes and other measures onthe A390 eastbound approach to Trurowill complement the proposedpark-and-ride service as well asscheduled bus services. Publictransport users will gain time over carusers heading into the city.Cycleway/footway improvements willalso make this a more attractiveenvironment for cyclists andpedestrians.

In conjunction with a major maintenancescheme, 700m of Truro-bound bus laneshave been introduced on the A390Highertown Corridor between the Treliskeand Dalvenie roundabouts. This is a sectionof road subject to significant congestion anddelays in both the morning and afternoonpeaks, and often during inter-peak periodsin the summertime and the weeks leadingup to Christmas. The bus lanes will providean upgrade to public transport infrastructurein Truro as well as complementing theproposed park-and-ride service. Publictransport users will gain a time advantageover car users heading into the city, moreconsistent journey times, improvedpunctuality and improved efficiency of theirbus service.

Young people attending Richard Lander School havebenefited from the improved cycling and walkinginfrastructure links on the Highertown Corridor

Cycling improvements have also been madealong the A390 Highertown Corridor.Theseimprovements were targeted to provide aconsistent cycle route along the corridor.The improvements were achieved byproviding new links between existing cycleinfrastructure, or making best use of existinghighway space by widening footways intograss verges to create a combinedcycleway/footway. The improvedinfrastructure will add to the cycle networkin the town and make cycling a moreattractive travel mode for those visiting thecollege, the new Richard Lander School, thehospital and other employment sites alongthis heavily trafficked corridor.

The proposals will help to increasesatisfaction with bus travel, provideimproved journey times, ease trafficcongestion, and encourage a shift fromcar to public transport use, cycling andwalking.These improvements will contribute toreaching the following LTP2 targets (asexplained in Pro Formas A and B):BV102, BV103, BV104, BV187, LTP2,LTP3, LTP4, LTP5, LTP8, CCC1, CCC4,CCC5, CCC6

Richard Lander School - TravelPlan

The Richard Lander School Travel Planhas been nominated for a NationalTransport Award in 2007 for itscomprehensive and proactive approachin influencing travel behaviour.

Richard Lander School – a school for the21st century - was a £26 million PrivateFinance Initiative (PFI) project to build a newsecondary school for pupils in Truro and thesurrounding area. The original school waslocated just over a mile from the city centrebut the new one was to be built on a greenfield site a mile further to the west.

Catering as it did for many children living inthe outlying villages around Truro, asignificant percentage of children travelledto the original school either by school orservice bus (55%).With walking and cyclingat 16% and 2% respectively, this meant thatonly 21% of pupils were transported by car.However, even this level of car use hasexacerbated congestion on the Highertownsection of the A390 at peak times.

Students walking to the new Richard Lander School

The location of the new site would result insome children being further from the newschool than the old one, and this, coupledwith a number of other issues, such as somesettlements now falling ‘within distance’ (andits residents therefore being ineligible for

free school transport) would mean thatthere were some real potential transportproblems to overcome.

Following a comprehensive transportassessment, a travel plan was drawn upwhich set out a range of measures detailingoff-site physical works (e.g. cycleways andpedestrian crossing points), on-site worksand facilities, bus provision, managementprocedures, travel information strategy,promotional and monitoring arrangements.

Implementation of the Plan commenced afull eighteen months before the schoolopened. It was overseen by a groupconsisting of the school (pupils, teachers,and governors), contractor representatives,bus operators and others. A range ofawareness-raising events was carried outwith pupils and staff whilst still at the oldschool. Comprehensive travel informationwas made available giving details of the newcycle and pedestrian links to the school aswell as bus information.

As part of the plan, a ‘minimum quality’contract ensured an improved level of busprovision to the school, as did thecommitment to continue offering a free busfrom nearby Chacewater on sustainabilityand road safety grounds. Reduced fare bustickets for the nearby estates also proved tobe effective.

To date, the plan has exceededexpectations. Shortly after opening inSeptember 2007, the school carried out a100% survey, which was fed into theSchool Information System. This revealedthe following travel mode split:

%Numberof

Students

Mode of Travel

46.3576Dedicated School Bus

23.0286Walk

13.6169Car/Van

12.0149Public Bus Services

%Numberof

Students

Mode of Travel

3.341Cycle

1.013Taxi

0.34Train

0.22Bus (type not known)

0.23Other

100.01,243Total

86.01,074Total Non-Car

Levels of walking, cycling and bus use haveall increased, with a proportionate decreasein car use. Plans to increase cycle storagecapacity have already been actioned andcar-borne journeys on the A390 due to the‘school run’ have been reduced. Staff haveplayed their part, mostly by car-sharing –and again, the numbers of car-share spaceshad to be increased shortly after opening.

The Richard Lander School Travel Plan hasbeen nominated for a National TransportAward in 2007.

The Richard Lander School Travel Planhas encouraged students to walk andcycle to school rather than travel to schoolby car, reducing congestion pressure onthe Highertown corridor. Adopting anactive lifestyle has also been promoted,with obvious health benefits to students.This initiative will contribute to reachingthe following LTP2 targets (as explainedin Pro Formas A and B):BV102, BV103, BV104, BV187, LTP2,LTP3, LTP4, LTP8, CCC1, CCC4, CCC11

Camborne Railway Station

Camborne Station has received a wellearned facelift with works providing amajor refurbishment of the stationbuilding along with improvedpassenger facilities.

The new ticket hall and waiting facilities at CamborneStation

This project is a partnership scheme whichincludes the County Council, First GreatWestern and Camborne Town Council. Itis supported with further funding from theRailway Heritage Trust and the Departmentfor Transport’s ‘Access for All’ fund.

Works have provided the station with:

A brand new waiting room and ticketoffice with improved disabled access.The new waiting room is decorated ina manner which celebrates the area'sinteresting history with old photographsand a sign welcoming visitors to thehome of Richard TrevithickNew toilets, including one which iswheelchair accessibleImproved CCTV coverageCycle lockersTactile paving to assist people withvisual impairmentsA letting unit which is being used as acaféDisabled parking provisionImproved lightingSignage and seating.

The station improvements assist in makingrail a more attractive travel option andimprove access provision for many users.It is envisaged that such improvementswill play a part in reducing car-borne tripsand in doing so help address congestionon the inter-urban network.

These improvements will contribute toreaching the following LTP2 targets (asexplained in Pro Formas A and B):BV103, LTP2, LTP3, CCC1, CCC2, CCC5,CCC6

Kickstart Quality Bus Route -Service 41 Falmouth to Troon

'Wheal to Coast' is Cornwall's latest keycorridor high quality bus service.

We have continued our successful deliveryof Kickstart bus projects, with the launch ofthe 'Wheal to Coast' route in January 2007.The service upgrade has been jointly fundedthrough a successful bid to Government forKickstart grant funding, LTP2 funding andpartnership funding with the bus operator,First Devon and Cornwall. The serviceoperates between Falmouth and CPR. TheLTP2 evidence base highlighted this routeas being one of the key corridors in theCounty in terms of current travel to workflows and one which is forecast tostrengthen in the future due to the economicgrowth of CPR and the proposed expansionof the Combined Universities in Cornwall attheir Tremough site. The service thereforehas significant potential to develop into oneof the core public transport corridors in theCounty.

The service improvements include thefollowing elements:

Doubling of service frequencySix brand new low floor vehiclesA range of targeted ticketing and faresto support the enhanced serviceOn-street infrastructure improvementsRoute identity and informationimprovements (including servicebranding, SMS text messaging serviceand real time displays).

The launch of the new Service 41 Wheal to Coast busservice

The service started operation in January2007 and the infrastructure improvementsare scheduled for this year. The service isa prime example of where Kickstart fundingis the key element in ensuring that the initialinvestment is made to improve a keycorridor.

The Kickstart project increases theavailability and quality of public transport.It opens up greater opportunities forpeople to access employment and trainingopportunities.This project will contribute to reaching thefollowing LTP2 targets (as explained inPro Formas A and B):BV102, BV103, BV104, LTP2, LTP4,LTP5, LTP8, CCC1, CCC5, CCC6

The EU Objective OneSupporting Programme

Cornwall and the Isles of Scilly wasdesignated as an EU Objective One area in1999, attracting funds for economicregeneration over the period covering 2000to 2006. Since that time, we have beenworking together with our partners toaddress the infrastructure needs of theCounty through the County’s overarchingtransport strategy ‘Connecting Cornwall –Regeneration through BetterCommunication’.

The Objective One programme drew to aclose in 2006. Following confirmation ofCornwall and the Isles of Scilly’s eligibility,the next seven year programme of EUConvergence funding is due to commencein autumn 2007.

In light of this new European fundingprogramme ‘Strategy & Action’, the County’seconomic strategy, has now been reviewedto establish economic regeneration prioritiesfor Cornwall to 2021. This strategy informsthe Convergence programme for Cornwall.

'Connecting Cornwall' has also beenreviewed and updated to align with the newEconomic Strategy and to feed into theforthcoming EU Convergence Programme.‘Connecting Cornwall’ will provide thedelivery framework for the longer termtransport infrastructure programme whichincludes a number of infrastructure prioritiesto 2021.

The LTP2 sets out the five year EUObjective One Related Programme. Table3.1 summarises delivery of the scheduledtransportation schemes in 2006-07.

Progress in 2006/07Project Element

The Clodgey Lane development includes the constructionof a new access road and associated improvements to

Clodgey Lane, Helston

serve combined residential housing and industrialemployment land.This development also serves as a reliefroad to an extremely congested part of Helston, thusfacilitating better communications serving the LizardPeninsula. The new road has now been completed andopened with other more minor linked improvements nearingcompletion.

A programme of public realm works including junctionimprovenments and the repair and enhancement of historic

Hayle Townscape HeritageInitiative

improvements and furniture. The project was designedand tendered in 2006/07, with construction continuing into2007/08.

Physical completion of new footpaths linking neighbouringsettlements to open access land at Hingston Down. This

South East CornwallRegeneration - World HeritageProject includes 200m of footpath suitable for wheelchair access

linking Hingston Down car park to Hingston Down enginehouse. Further footpath and bridleways are in progress.

Works have been undertaken in five of the thirteenassociated villages with others ready to go or progressing

Mineral Tramways - WorldHeritage Project

through development stages. The largest of the villageworks is Portreath Square where works are currentlyunderway. The funding deadline for project completion isthe end of March 2008.

Scheme design and contract documents were developedduring 2006/07 and tenders for the project invited.Contractors have been appointed and the scheme will bedelivered during 2007/08.

St Austell Public TransportInterchange

A self-contained section of the route was implemented atMount Edgcumbe connecting the estate to the Rights ofWay network. The European funding application for thefull scheme was not successful and therefore has beenput on hold.

Bodmin-Torpoint: NationalCycle Route Extension

The main scheme not progressed due to environmentalissues, but contained elements which were taken forwardto improve conditions for all road users.

Port Access - Newham RoadImprovement

A new park-and-ride site and associated bus prioritymeasures, and junction improvements, are underdevelopment and will operate on the A390 corridor and

Measures in support of the'Well Cornwall' Project, Truro

include both the Truro College and Royal Cornwall Hospitalsites. The 'Well Cornwall' project is described in Section3.2.

Improvements have been made to the check in area andthe passenger and departure lounges during 2006/07.

Newquay Cornwall Airport

The entrance and car parking facilities have also beenupgraded over the year.

Substantial progress has been made in developing thisimportant project and in preparing the funding package.

Isles of Scilly Sea Link

During 2006/07 the necessary documentation has beendeveloped in conjunction with Network Rail in order tofacilitate the implementation of this project for 2008/09.

Truro - Falmouth RailImprovement

Delivery of EU Objective One Related Programme

The following paragraphs describe in more detail some of the higher profile European projectsand progress made towards delivering them during the year.

Newquay Cornwall Airport

Newquay Cornwall Airport is located on thenorthern side of the runway at RAF StMawgan. The RAF currently operate theairfield and provide airfield services, mostnotably, Air Traffic Control; Rescue and FireFighting; and Runway/TaxiwayMaintenance. In August 2008, the RAF willcease airfield operations at RAF St Mawgan.To ensure its continuing use as a civilianairport, Cornwall County Council is

committed to obtaining a civil licence fromthe Civil Aviation Authority (CAA) as of thedate that the RAF depart.

Newquay Cornwall Airport Aerial View

County Council control and governance wasestablished in April 2004 and long termfuture for civil use was secured.

Up to the period 2006/07:

The County Council commencedacquisition of the operational airfieldand an Airport Development Team wasset up.A Base Development Study wascompleted and Marketing andPerformance Monitoring Plans wereput in placeSince 2004, 12 new routes and airlineshave been attracted to the airport:The Terminal has been continuouslydeveloped and the new arrivals hallwas opened by Karen Buck MP.Contractors appointed to undertake theterminal development constructionCornwall Airport Ltd was formed andhas taken over the operation of thecivilian airport after the Serco contractexpired at the end of March 2007, anda new Project Management regimeestablished.

More detail of the airport developmentprocess is included in the sections below.

Investment

An investment package of £44.2m isunderway. This will ensure transition to aCAA licensed airport, including post-licenceworks together with the delivery of an airportexpansion to cater for 700,000 passengersper year.

European funding is crucial to the deliveryof this project, and it is anticipated that thefinal funding approval should be expectedin the near future. Other key fundingpartners include the South West RegionalDevelopment Agency (SWRDA) who havecommitted £8m to the project. LTP BlockFunding and Prudential Borrowing againstthe Airport Development Fee (ADF) receiptswere approved by the County Council inJanuary 2007.

Transition Work (transfer to civilianoperation)

An Advanced Works Licence for earlyaccess to the airfield is being finalised withthe Ministry of Defence (MoD), but is still tobe resolved. The ‘Certificate of Lawfulness’planning application has been submitted toRestormel Borough Council for approval. Itis hoped that a decision will be receivedshortly.

Negotiations with Defence Estates over landpurchase are progressing. Completion willtake place when the MoD finally ceaseoperations at the airfield.

Planning approval for the transition workswas approved at the County Councilmeeting in April 2004. Approval has alsobeen given for the entrance works currentlybeing erected at the Airport.

Good relationships have been establishedwith landowners and the close working withRAF staff at the local level has continued.

Newquay Cornwall Airport Terminal Building

Growing the Business

An Interim Development Strategy (IDS) thatis required to ensure the continued growthof the airport from summer 2007 onwardsis being implemented. It encompassesexpansion of the existing terminal and arange of associated investments inoperational equipment together withtechnological enhancements.

Phase 1 works for IDS are due to becompleted shortly with the Phase 2 worksto commence in October 2007, subject toplanning approval.

Masterplan

Work on the Airport Masterplan is on trackand will be finalised in the near future aftera three month consultation period. Work isalso progressing on the AirportEnvironmental Management Strategy, acomprehensive Economic Assessment andan Airport Surface Access Strategy. Theseimportant documents will also inform theMaster Planning process.

Joint working is also underway withRestormel Borough Council on an AreaAction Plan (AAP), which will inform theLocal Development Framework (LDF). Theintention is to publish an Issues and OptionsReport concurrently with the DraftMasterplan.

Isles of Scilly Sea Link

In December 2002, a report commissionedby the Isles of Scilly Council identified theneed for development and improvement ofsea links between the Isles and mainlandCornwall to sustain the economic well beingof the islands. This work addressed the‘Scillonian 3’ passenger and ‘Gry Maritha’freight vessels that serve the Isles and arenearing the end of their operational life.Harbour improvements at Isles of Scilly andPenzance are also long overdue. Followingthis work, a funding package has now beenprepared to fund both a new vessel and thenecessary harbour improvements.

The Scillonion III docked at St Mary's Harbour,Isles of Scilly

Conditional approval has been received forthe necessary harbour works from theDepartment for Transport (DfT) through theRegional Funding Allocation (RFA) process(section 3.5). The capital cost of the vesselwill be met through European Convergencefunding, Private Sector Operatorcontribution, and Prudential Borrowingthrough the County Council.

As part of the agreed model for delivery ofthe service, it is proposed that the CountyCouncil will undertake to procure the vessel,and lease or charter it to the operator.

Key programme timescales:

Appointment of a contractor for harbourworks - end of August 2007Appointment of shipyard for new vesselconstruction - February 2008Completion of harbour works - Spring2010New vessel entered into service -Autumn 2010.

Truro - Falmouth RailImprovement

Truro and Falmouth are main employmentand retail centres in Cornwall. Significanthousing and employment land allocationsare planned for Falmouth, Penryn and Truro(including further phases for the CombinedUniversity for Cornwall (CUC) in Penryn,and further related education and researchdevelopments), which are creating a higherdemand for accessibility along this corridor.

The road network on the Truro-Falmouthcorridor is already frequently congested.Addressing these accessibility needs is animportant element to facilitating economicregeneration in Cornwall.

There is very limited scope for improvementin capacity of the highway network.However, study work has been carried outwhich demonstrates that improvement ofthe rail service between Truro and Falmouthwould provide good value for money. Otherfavourable factors supporting developmentof the rail service are:

Relatively low cost in relation to road,with strong local support, no objectionsand minimal disruption to implementSupports patronage on the main lineservicesGood strategic fit, sustainable transportaccess, and strong political supportfrom a wide range of sectorsNominated as priority for DfTCommunity Rail initiative.

Penryn Station Before Works

The branch line carries services seven daysa week between Truro, Penryn andFalmouth. The line is single track and onlya limited frequency of service is achievable.Technical assessment and developmentwork by Network Rail has identified that theconstruction of a passing loop together withtrack and signalling works at Truro wouldallow a twice hourly service frequency tooperate between Falmouth and Truro. Theproposed project comprises:

A loop that allows passing trains anda doubling of scheduled service to twotrains per hour. This will be located atPenryn Station and will include anextension of the existing station. Thiswill remove the need for an over-bridgefacilityWider improvements at Penryn Station,including a bus interchange facility withlinks to Penryn Town centre and a 10minute scheduled service link to theCUC Tremough University Campusthroughout the day.

Network Rail has developed the scheme upto ‘design and build’ tender stage and worksare programmed to be carried out in 2008/09. It is anticipated that the funding packageto deliver these improvements will becomprised of European Convergencefunding, an LTP Integrated Transport BlockContribution, CCC prudential borrowing, andNetwork Rail Discretionary Fund support.

Regional Funding Allocation -Major Schemes

Individual transport schemes beingpromoted by a Local Authority that cost over£5m are progressed separately from thePlanning Guidelines process, and are thesubject of a Major Scheme bid forgovernment funding. In summer 2005, theGovernment announced the introduction ofthe Regional Funding Allocation (RFA)process.This process invited regions to giveadvice to the Government on policy andpublic spending decisions within definedbudgets for the period up to 2016. TheSouth West Regional Assembly (SWRA)submitted their advice at the end of January2006, which included placing the competingregional transport schemes into varioustables depending on their assessed priorityto the region. The implications for Cornwallare set out in the following sections.

Position Statement: LTP1 MajorSchemes

During the LTP1 period, Major Scheme bidswere submitted and provisionally acceptedby the Government for the A39 CamelfordDistributor Road and the A391 St Austell toA30 Link Road. Both of these MajorSchemes were developed during the LTP1period such that approved routes have beenlaid down after a high degree of publicparticipation and consultation.

Under the RFA procedures, the SWRAadvised the Secretary of State that, whilstthese two schemes were of local importancethey were not sufficiently significant in theregional context to be retained in theregional programme for RFA funding for theperiod before 2016. In July 2006 theSecretary of State confirmed this view.

Against this background, in September 2006the Council’s Executive resolved to maintainthe route protection for A39 Camelford forthe life of the planning consent, and tocontinue preparation of the A391 schemeup to the determination of the planningapplication, whilst other delivery optionswere considered and until the ‘refresh’review of the regional programme expectedin 2007/08.

It was also disappointing that the bid for RFAsupport to assist with the Newquay CornwallAirport Transition costs was not successful.However, despite this significant set back,we are progressing the project through arange of alternative funding so that theproject can now go ahead, albeit at the costof not taking forward other projects in theCounty.

More positively, we are optimisitic that fundswill be available through the RFA processto implement harbour enhancements tofacilitate the improvements to the Isles ofScilly Sealink (See Section 3.4.2 above).Also, under the RFA procedures, the SWRAadvised the Secretary of State that twofurther transport schemes, the CPRTransport Strategy and the Truro Transport

Strategy, were priority schemes for the southwest and should feature in the regionalprogramme for the period 2006-2016. InJuly 2006 the Secretary of State confirmedthis view.

Major scheme business cases weredeveloped for these two new schemes andsubmitted to the DfT in August andSeptember 2006 respectively. The result ofthe bids to the DfT are awaited. Meanwhile,we have continued with the development ofthese two important projects which areexplained in more detail below.

Camborne-Pool-Redruth:Regeneration Infrastructure

The CPR Transport Strategy comprises thedevelopment of the highway infrastructurein the CPR area to support the regenerationinitiatives being developed by the CPRUrban Regeneration Company (URC). Thepredicted outcome of the whole strategy isto regenerate the area by the creation of6,000 new jobs and the provision of 6,000new houses.

Developed from study work carried out overseveral years in conjunction with theRegeneration Partners (CCC/Kerrier DistrictCouncil/URC/SWRDA/English Partnerships),the scheme involves the widening andimprovement of a number of existing routesand the creation of a new road across theTuckingmill valley. Complementary, highquality bus provision will be provided alongthe relieved A3047 linking the communities,thus promoting the use of public transport.

The main elements of the scheme are:

A widened north/south road corridorlinking the A30 at Tolvaddon to EastHill junction and on to South Crofty,comprising a dual carriageway urbanboulevard-style roadA widened east/west singlecarriageway distributor road link fromthe new Barncoose Link Road (underconstruction) to South Crofty along

Wilson Way and via a new link fromCarn Brea Avenue to Station RoadA new single carriageway link acrossthe South Crofty site and theTuckingmill valley to meet up withdevelopers' proposals at Dolcoath.

A Major Scheme Business Case wassubmitted to the DfT in August 2006 and theoutcome is awaited.

In the meantime, preparation work hascontinued with topographical surveys,mining and geotechnical studies andsurveys, and environmental surveys beingcommissioned. A Project Manager hasbeen appointed, design resources identified,and preliminary design work undertaken.An Early Contractor Involvement contracthas been let and Sir Alfred McAlpineappointed to assist with the design andpreparation work and to construct thescheme.

We are working closely with the other CPRpartners in developing the proposals and aSteering Group meets regularly to ensurejoined up working by the various partners.

The construction of the Barncoose Link Road hascommenced

Currently, preliminary design work is beingundertaken in order that a planningapplication can be made and this work willinclude the development of anEnvironmental Impact Assessment andStatement.

During 2006/07, the design of the first stageof the project for a dual carriageway fromthe A30 to East Hill junction, and theprovision of linked traffic signals at junctionsalong the route, has been undertaken witha view to constructing this element of thescheme in advance, funded by EnglishPartnerships (EP). EP is responsible for theacquisition of the necessary land and thisphase will be constructed as soon as EPhave secured the necessary permissions.The County Council’s term contractor,Cormac, has been approved as contractorfor this element of the scheme.

The project remains on programme and itis expected that a planning application willbe lodged in the current financial year.

The estimated project outturn costs are£46.36m.

Truro: Local Distributor Road

The Truro Transport Strategy comprises thedevelopment of the highway infrastructurein the Highertown area of the city to supportthe proposed Truro and ThreemilestoneArea Action Plan being developed by CarrickDistrict Council in conjunction with theCounty Council.

The outcomes of the Area Action Plan willbe the provision of additional housing andbusiness developments in the Highertownand Treliske areas. This will reduce theneed to travel and address the problems ofthe high degree of inward commuting intoTruro, which currently exacerbates trafficcongestion. Additionally, the developmentof Park-and-Ride sites and increasedprovision of facilities for bus routes will assistin reducing the need to bring private carsinto the city centre.

Developed from Master Planning andTransport Strategy study work carried outover several years in conjunction withCarrick District Council, the scheme involvesthe provision of a local distributor road,together with links to adjacent developmentland, around the south of the A390

Highertown Corridor from Richard LanderSchool in the west to Green Lane in theeast.

Additionally, a new traffic signal controlledjunction will be provided at Arch Hill wherethe A39 to Falmouth meets the A390.Complementary high quality bus provisionwill be provided along the relieved A390linking the communities promoting the useof public transport. Beyond the remit of theMajor Scheme Business Case, separatepark-and-ride facilities are being developedat Threemilestone in the west and NewquayRoad in the east.

The new Truro Local Distributor Road will easecongestion on the A390 west of the City

A Major Scheme Business Case wassubmitted to the DfT in September 2006 andthe outcome is awaited.

During the last year, preparation work hascontinued. Topographical surveys, initialdesktop mining and geotechnical studiesand surveys, and environmental surveyshave been commissioned. A ProjectManager has been appointed, designresources identified, and preliminary designwork commenced. A European StandardOfficial Journal of the European Union(OJEU) Contract Notice for an EarlyContractor Involvement contract has beenadvertised to seek a contractor to assist withthe design and preparation work and toconstruct the scheme.

We are working closely with Carrick DistrictCouncil to develop the proposals, and aSteering Group will meet regularly to ensureclose liaison between the two Authorities.

The programme envisages the appointmentof a contractor in November 2007 followedby the submission of a planning applicationin July 2008.

The estimated project outturn costs are£34.03m.

Review of Regeneration andCongestion Programme

In 2006/07, we have invested in a broad range of projects that further our regeneration andcongestion aims. The key schemes that have been delivered within each of the main townsare summarised in Table 3.2.

DescriptionScheme

Significant infrastructure works were delivered along theHighertown Corridor into Truro delivering traffic managementand improvements in bus priority and cycle and pedestrianfacilities. Town access restrictions on Lemon Quay have alsobeen implemented in the City Centre.

Truro

Phase 1 improvements to Camborne rail station were deliveredin 2006/07. The 'Kickstart' funded bus service that operates

Camborne-Pool-Redruth

between Falmouth and Camborne-Pool-Redruth was launched.Public realm works have also been designed and implemented.

DescriptionScheme

A significant pedestrian and traffic management improvementscheme started works and several town bus stops wereupgraded.

Falmouth/Penryn

Trinity Street traffic management scheme was delivered,enhancing pedestrian safety. St Austell Rail Interchange worksbegan last year.

St Austell

A summer bus priority scheme was delivered to improve publictransport access through the town in the summer. Significant

Newquay

town centre traffic management and enhancement works tobenefit pedestrians, buses, cyclists and commercial activitywere also delivered.

Works began to deliver the St Erth park-and-ride as well asfurther work to complete the town regeneration scheme withpedestrian and public transport outcomes.

Penzance

A section of the Bodmin-Torpoint cycle network was deliveredduring 2006-07.

Bodmin

A range of County-wide initiatives were delivered including busstop upgrades.

Town-Wide Initiatives

Several projects were delivered under the 'Well Cornwall'banner including bus priority and traffic management along theHighertown Corridor promoting access to employment sites.

EU Objective One andConvergence

Some larger significant regeneration-based or safety-basedschemes are planned to continue. Included in this categoryare:Barncoose Link Road (part of the CPR regeneration initiative),Carnon Gate ( a major safety scheme due to open in August2007), Tresawle to Cross Putty ( a major safety maintenancescheme).

Other Schemes

The Regeneration and Congestion Programme for 2006/07

Future Programme

Following the successful delivery of thisyear's programme, the remaining four yearsof the LTP2 programme look set to beequally as exciting and challenging. As hasbeen already referred to in this Chapter, theimplementation of the Truro TransportStrategy is expected to make substantialprogress over the coming years, with thewestern park-and-ride facility scheduled foropening in 2008. Progress will also continuetowards the introduction of the Truro -

Falmouth branch line improvements andsubstantial improvements being undertakenin the St. Austell area. Implementation ofthe Camborne-Pool-Redruth TransportStrategy is also envisaged to proceed atpace with significant infrastructureimprovements being made during theremaining years of LTP2 delivery. Inaddition, substantial improvements are alsoscheduled for the other towns in Cornwall,comprising a diverse range of initiatives.More detail of the initiatives to be takenforward in 2007/08 is given in Chapter 9 ofthis document.

Improving Local Safety in Cornwall

Improving Local Safety inCornwall

Introduction

The importance of road safety in the Countywas demonstrated in 2005 by the approvalof our Casualty Reduction Strategy. Thisdocument set out the trends in casualtyfigures in Cornwall, analysed this informationand hence enabled targeted programmesof activity for all agencies to be established.These programmes covered engineering,enforcement and education, training andpublicity (ETP), as well as related activitiessuch as road maintenance, safety audit andsafer routes to school.

The Strategy was developed by Cornwall’sRoad Casualty Reduction Group. ThisGroup, incorporating engineers from theCounty Council and Highways Agency, roadsafety officers, police, health professionalsand fire brigade staff, as well asrepresentatives from District Councils andthe Devon and Cornwall Safety CameraPartnership, has now established itself asthe wider Road Safety Partnership forCornwall.

Its role is to monitor the effectiveimplementation of the Strategy and to informits evolution as new data becomes availableand new techniques are discovered.

The Strategy has led to the following rangeof activities:

A continuation of Local SafetySchemes, but at a lower level,recognising the reducing rate of returnas sites with lower casualty figures aretreatedA programme of route interventionstargeted at routes with a higher thanexpected casualty recordA programme of route interventionstargeted specifically at motor cyclecasualtiesA focused programme of ETP work

Increased enforcement via the Devonand Cornwall Safety CameraPartnership and Devon and CornwallConstabulary, with increased emphasison data led interventionsA wider programme of Safer Routes toSchool initiatives and speedmanagement measuresA small number of more significantschemes with casualty reduction as themajor objective (such as A39 CarnonGate).


This year saw the progression of ourcasualty reduction work on several fronts.The implementation of a traditionalprogramme of Local Safety Schemes, albeiton a reduced basis as intended, hascontinued. The expansion of the RouteIntervention Programme, including analysiswork on some routes and the identificationof multi-disciplined intervention measures,has also continued to develop.

This year saw the continued progression ofour programme of major safety relatedschemes; these are significant sites thatapply wide ranging solutions that contributeto a much wider range of outcomes than justsafety.

The Safer Routes to School programme hasmade substantial progress during 2006/07.Further detail on the programme can befound in Section 4.3.2.

The construction work of the newcarriageway and junction improvements atA39 Carnon Gate has continued and is duefor completion in 2007/08. Work has alsocommenced on the A3059 Tresawles Farmto Cross Putty improvement which is a 1km'on line' road improvement and saw thesetting back of hedge boundaries as the firstphase of this project in preparation for themajor carriageway improvementsprogrammed for 2007/08.

Preliminary design work on the newroundabout improvement at A39 Tollgate,Wadebridge has also been completed. Thisis with a view to carrying out consultation in2007/08. Completion of the design inreadiness for an early start on site in a futureyear of LTP2 as funds become available.

Advanced utility diversion works have alsostarted on site at A39 Helscott in preparationfor the carriageway improvementprogrammed for 2007/08.

This year also saw our continuedcommitment to developing amulti-disciplined approach to casualtyreduction on our road network to meetNational and County-wide targets. Theprogression of ETP activities also featureshighly in this.


Quintrell Downs Local SafetyScheme

A Local Safety Scheme at QuintrellDowns will improve safety and provideother user benefits at a busy main roadintersection.

The route intervention analysis identified theA3058 and the A392 as priority routes. Thejunction of these two routes is a roundaboutat Quintrell Downs. The accidents at thisjunction were analysed and it was found thatthe majority involved drivers failing to giveway to other drivers already on theroundabout. Other accidents types includedshunt-type accidents and drivers collidingwith the central island.

There were a number of factors which mayhave contributed to the accident record:

Insufficient deflection particularly onthe entries to the roundabout from theeast and south, allowing drivers toenter the roundabout at speed

Wide and varying circulatorycarriageway width on the roundaboutand unnecessarily wide three-laneentry on the approach from the north,allowing inappropriate speeds throughthe junctionThe central island was offset from thecentre of the junction allowing speedsto be maintained through the junction,particularly for the straight aheadmanoeuvres from the A392 approachesSigning deficiencies.

Local Safety Scheme Quintrell Downs

To address these problems, the circulatorywidth was narrowed and standardised to 7.2metres and entry deflection was improved.The work incorporated the following:

Increasing the diameter of the centralislandWidening the splitter islandsImplementing new sections of footwayProviding dropped kerbs for access toan existing cycle/footwayEnsuring all arms of the roundaboutare provided with dropped kerbs tofacilitate crossingReviewing the signing and makingchanges where necessary.

These improvements will have a significantimpact on the number of personal injuryaccidents that occur at the junction andwill also bring about other benefits for allroad users.

The scheme will contribute to the followingPerformance Indicators (as explained inPro Formas A and B):BV99x, BV99y, BV99z, LTP3, CCC4,CCC8

Safer Routes to School

New survey techniques have improvedthe management of the Safer Routes toSchool programme, ensuring that theschemes delivered are effectivelyachieving their aims.

The programme of Safer Routes to Schoolengineering works is influenced by thefeedback obtained from pupils, parents andteachers as part of their school travel plandevelopment and implementation. Measurescomprise 20 mph zones, physical trafficcalming, new pedestrian and cycle facilities.These often link with facilities funded fromelsewhere e.g. other LTP2 schemes,Travelling to School Initiative projects (onschool sites), Sustrans led schemes ordeveloper funded schemes.

In 2006/07, £154,000 was spent on SaferRoutes projects near schools around theCounty. Also, over the course of the year,44 more schools implemented a schooltravel plan bringing the total to 168, keepingus on target to achieve all primary andsecondary schools with a school travel planby 2010. Comments about these pupils’routes to school will go forward for appraisalby our engineers and feed into the futureprogramme.

The introduction of compulsory annual travelmode surveys for all schools with a schooltravel plan and Cornwall’s determination toensure the best accuracy of these data, willenable a quantitative judgment to be madeon the effectiveness of Safer Routesto School and other measures to promotewalking and cycling to school over thecourse of LTP2.

A new refuge on Higher Stennack has improved crossingfacilities for children attending St Ives Infant and JuniorSchools

The Safer Routes to School programmeimproves road safety for some of the morevulnerable road users, encouraging youngpeople to walk or cycle to school. Thishas additional benefits by encouragingactive lifestyles in young people.This project will contribute to reaching thefollowing LTP2 targets (as explained inPro Formas A and B):BV99x,y,z, LTP3, LTP4, CCC4, CCC8

Review of Local SafetyProgramme

Table 4.1 illustrates the broad range of measures that have been delivered in 2006/07.

DescriptionScheme

Delivering a programme of road safety engineering works athigh risk casualty sites.

Local Safety SchemesProgramme

Final phase of construction of A39 Carnon Gate improvement;construction of boundary and accommodation works on A3059

Major Safety RelatedSchemes

DescriptionScheme

Tresawles Farm to Cross Putty in preparation for 1km of 'online' major carriageway improvement; completion offeasibility/preliminary design for junction improvement at A39Tollgate, Wadebridge; construction of advance utility diversionworks at A39 Helscott in preparation for major carriagewayimprovement.

Completion of route study investigations for A3058, A392 andA3073 and construction of approved multi-disciplined treatmentsalong these routes.

Route Intervention AllCasualties Programme

Completion of route study investigations for A3073, A374 andB3271.

Route InterventionMotorcycle Programme

Implementation of a programme of engineering treatmentsincluding the construction of a new pedestrian crossing at

Speed ManagementMeasures

Budehaven School and enhanced traffic calming works atGovena Hill, Wadebridge.

The implementation of a SRTS programme at Kea School nearTruro, Church Road in Pool, Carclaze Road in St Austell and


Beacon Road/Barn Lane in Bodmin. The schemes maximiseimprovements to the infrastructure both to school children andwider public in support of road safety and sustainability.

The Local Safety Schemes Programme for 2006/07

Future Programme

A broad range of initiatives for the Local Safety spending programme will be taken forwardin 2007/08; the focus will remain on those areas where maximum impact on achieving targetcasualty reductions is achieved. More detail of the initiatives to be taken forward in 2007/08is given in Chapter 9 of this document.

We welcome the new arrangements for funding the safety partnerships which came intoforce on 1st April 2007 through the Road Safety Grant. This Grant fund element of LTPfunds, which covers both capital and revenue, is also detailed in Chapter 9.

Improving Accessibility in Cornwall

Improving Accessibility inCornwall

Introduction

Access to essential services is vital tocommunities that encounter isolation, eithergeographically or for social reasons.Accessibility planning thereby aims toaddress this social exclusion, encouragingall groups of society to enjoy theopportunities that living in Cornwallpresents.

The Accessibility Strategy in the LTP2identified priority accessibility areas, wheresocial exclusion due to age, deprivation, lowcar ownership, poor health and ruralgeographical location is exacerbated by pooraccess to essential services. Investmentin accessibility projects has been focusedon these areas in order to make best use ofresources.


Through our involvement in both of theRural Transport Partnerships (RTPs)operating in Cornwall, we have assisted inimplementing projects in the east and westof the County to improve access to essentialservices. The progress made during2006/07 has been fully complementary tothe Local Area Agreement (LAA) for'Improving Access to Services'.

In addition to the full delivery of projects, agreat deal of activity has taken place overthe last year in developing projects for futureimplementation. Even greater use has beenmade of the 'Accession' geographicalinformation software to further refine ourunderstanding of need.

Needs assessments, consultation anddevelopment work have been carried out inthe Roseland Priority Area. Work hasbeen carried out in conjunction with theWest Cornwall and Isles of Scilly RuralTransport Partnership and local communitygroups to address accessibility issues.

Analysis of the assessment data and furtherconsultation has informed the process,leading to the impending launch of theRoseland Community Bus. The scheme willbe run by a local community group,providing access to essential services in anarea that previously encountered extremelypoor accessibility.

A survey of local residents in theLaunceston Priority Area in March 2006has provided valuable insight into theperceptions of existing public transport andcurrent and aspirational travel habits. Theresults of the survey underpin the work thatwill continue in 2007/08 to initiate a projectin the area to improve access to essentialservices where traditional buses are unableto operate.

Development work has been carried out inrural areas in the Penwith and KerrierDistricts in preparation for the launch of adisabled access car in summer 2007. Theservice will be operated by a communitytransport organisation in west Cornwall.

Access to training and employment hasbeen improved throughout east Cornwall bythe delivery of the East Cornwall Wheelsto Work project, initiated in early 2007.Further information about this project is setout in Section 5.3.1.

We have also taken a broader perspectivethan simply the geographical nature ofaccess in the 2006/07 accessibilityprogramme. We have worked with theRural Transport Partnerships, CornwallPeople First and the bus operators todevelop and implement the CornwallAccess Pass. After consultation with theRoyal National Institute for the Blind and theLearning Disability Partnership, a wallet wasdesigned initially for use by people withlearning difficulties. The wallets allow usersto insert cards enabling them tocommunicate their journey details to thedriver more easily. The project has beenextremely popular with users, and theexcitement generated by it has beenwelcomed by other service providers. We

are investigating how use of the AccessPass can be introduced in other contextssuch as sports centres. This is intended towiden the potential user base and raise theprofile of the Pass to improve its countywiderecognition.

Development work has been carried out onshopmobility schemes in four town centres,preparing them for implementation in2007/08. The scheme for Penzance hasbeen finalised and its launch is imminent;the launch of the Truro, St Austell andBodmin schemes will be later in 2007/08.

We have also used 'Accession' software toundertake accessibility mapping work toassist external organisations and otherservice areas within the Council, reflectingthe cross-cutting nature of accessibilityplanning. We helped the district councils intheir annual planning reports by mappingaccess to services from housingdevelopments. Accessibility work with theCornwall and Isles of Scilly Primary CareTrust has also begun, intended to identifypotential improvements in their servicedelivery.

Partnership working has been the linchpinof accessibility planning and sharing ofinformation provides a platform for theserelationships to develop. We have madeour accessibility planning work availablethrough the Local Information NetworkCornwall(LINC) project; a researchpartnership helping to coordinate Cornwall'ssocial and economic research. Sharingaccessibility data in this way has enabledinterested parties to obtain relevantinformation. Strategic accessibility mappingand individual 'Accessibility Profiles' for eachof the Super Output Areas in the Countyprovide partners with both the countywideand local picture of access issues.

During 2006/07 the StMawes toFalmouthferry service timetable has been improved,helping people in the St Just in RoselandParish to access employment andeducation. An early morning service andlater evening services have provided

improved travel choice by waterbornetransport to and from Falmouth that waspreviously unavailable.

The existing Minibuses for All vehiclebrokerage scheme that was established inpartnership with Cornwall Age Concern inthe Kerrier and Penwith Districts has beenextended to include Carrick District fromApril 2006. The service is now available toorganisations operating in all of the threedistricts in west Cornwall.

We have contributed funds during the lastyear to two expanding communitytransport providers in St Agnes and StTeath, replacing their ageing minibuses andadding capacity to the services that theyoffer. The schemes provide transport forsocial events, shopping and educationaltrips for some of the more vulnerableresidents living in these areas. We havealso supported the delivery of the SixParishes Dial-A-Ride service. Furtherinformation about this project is given inSection 5.3.2.

Also during 2006/07 important researchwork was undertaken in Cornwall by theJoseph Rowntree Foundation whichdemonstrated the importance of accessibilityschemes. The foundation studied thesuccess of the Trevithick Link (bus) Servicein the Kerrier District of Cornwall. TheTrevithick Link Service arose from localstudies that identified transport as a majorbarrier to the take up of employment andregeneration. Research carried out beforethe launch through the New Deal Initiativeindicated that 51% of job seekers in the areaclaimed transport as their greatest barrierto accessing employment. At that time,existing bus routes in the area did not servethe new employment opportunities that wereemerging on the more peripheral areas ofthe towns, typically in new industrialestates. Therefore, the new fixed routeservice operates at hours to coincide withshift work patterns and runs via majorresidential areas within Camborne, Pool andRedruth to ensure that the bus became areal viable means of travel to work.

Following the launch of the Trevithick Linkservice, the Joseph Rowntree Foundation,carried out an extensive survey to assesshow the introduction of the service hadimpacted upon people's ability to gainaccess to employment and other keyservices. The results provided interestingreading, with 45% of the passengers statingthey use the bus to access 'work andtraining', second only behind accessingretail. Nearly half of the passengers (41%)claimed to use the service five or more timesa week demonstrating loyalty to the service.When compared to other local bus services,the Trevithick Link was generally consideredcheaper, quicker and more convenient,reliable, clean and less overcrowded. Manyalso stated that they liked the Trevithick LinkService as it served more areas than mostof the other services in the area and is theonly bus running at certain times in themorning. Moreover, the Trevithick Link was generally considered to be a success andan asset to the community, with manyviewing it as something 'belonging to them'.A key successful function of the service hasbeen to open up new employmentopportunities to local residents in the area.


Wheels to Work

East Cornwall Wheels to Work hashelped more than twenty people intoemployment and training in its firstthree months of operation.

As active members of the East CornwallRural Transport Partnership, we haveworked closely with Connexions, JobcentrePlus and the Milestones charity to initiateEast Cornwall Wheels to Work (ECW2W).

The project is designed to provideassistance for people living in areas whereaccess is a barrier to employment ortraining. Running in parallel with the

equivalent scheme in west Cornwall,ECW2W is helping people to accessopportunities throughout the whole County.

Applicants are often referred to the schemeby JobCentre Plus or Connexions havingreceived an offer of employment or training.Initially, the project coordinator will advisewhere appropriate public transport servicesare available.

Where there is no alternative transportmode, the coordinator arranges thenecessary training, provides full protectiveclothing and the loan of a small-enginedscooter for a small weekly charge.

A new East Cornwall Wheels to Work user receives ascooter and protective equipment

Applicants are encouraged to save some oftheir wages to purchase their own vehicle,so that after six months the scooter can bemade available for another person to accessemployment.

The scheme was launched in January 2007and has already helped more than twentypeople into work and training. ECW2W ishelping a broad range of people; unlikemany wheels to work schemes a quarter ofthe people who have gained employmentare female, while the users vary in age from16 to 45.

The project has been a catalyst in enablingpeople to take control of their lives. Bill'sexperience of ECW2W highlights how muchthe scheme means to many of its users:

Bill lives in a hostel near Newquay and is inhis 40’s. He had been unemployed for manyyears previous to being loaned a scooterand had considered himself “on the scrapheap”. He was referred to East CornwallWheels to Work through 'Working Links' andnow with his own wheels is independent andhas obtained full time work at a local holidaycamp. Bill says his life has beentransformed through use of the scooter andis well on the way to saving for his owntransport.

East Cornwall Wheels to Work hasimproved access to employment andtraining for the residents of east Cornwall.More opportunities are now available forresidents throughout Cornwall thanks tothe two Wheels to Work projects.This project will contribute to reaching thefollowing LTP2 targets (as explained inPro Formas A and B):BV102, BV103, BV104, LTP1

Six Parishes Dial-A-Ride

A total of 670 passenger trips havebeen made using the new Six ParishesDial-A-Ride service to accesseducation, employment, healthcare andshops since its launch in November2006.

We have been pleased to support WestCornwall Community Wheels in launchingthe Six Parishes Dial-A-Ride. The newservice builds on the success of theirestablished Hayle Dial-A-Ride, providingopportunities for travel in the 'Six Parishes'of Breage, Crowan, Germoe, Perranuthnoe,Sithney and St Hilary.

The launch of the new Six Parishes Dial-A-Ride service

Workers from these parishes are now ableto use the Dial-A-Ride to link intoconventional bus and rail services for theirjourney to work five days a week, which alsohelps those attending schools and colleges.A weekly shopper service is available toCamborne, Helston and Penzance, alongwith links to local surgeries.

Users of the service have said:

"I was about to give up my job in Truro dueto the lack of public transport but now theminibus picks me up from my door and takesme to the train station." - Ms D, Leedstown.

"I'm in my eighties and we used to have nobuses. Now the little red bus stops at theend of my drive and I hop on - Super!" - MissP, Townshend.

"I now have my independence back, I canget to Helston to do my shopping and seemy doctor." - Mrs H, Breage.

Six Parishes Dial-A-Ride has improvedaccess to employment, education,healthcare and food shops in one of thePriority Areas detailed in the AccessibilityStrategy.This project will contribute to reaching thefollowing LTP2 targets (as explained inPro Formas A and B):BV102, BV103, BV104, LTP1

Review of AccessibilityProgramme

Table 5.1 shows a summary of the 2006/07 programme for accessibility.

DescriptionScheme

Project initiation and purchase of scooters for East CornwallWheels to Work. Purchase of replacement scooters andongoing support for West Cornwall Wheels to Work.

Wheels to Work

Initial purchase of scooters and wheelchairs and contributionto startup costs for the Penzance scheme.

Shopmobility

Support to assist in the delivery of the new transport service inthe Roseland Peninsula priority accessibility area, including afinancial contribution to the purchase of the minibus.

Roseland TransportSolutions

Purchase of minibus for community transport providers in StAgnes and St Teath.

Community BusReplacement

Purchase of car with disabled access for a community transportgroup operating in west Cornwall.

Disabled AccessCommunity Car

The Accessibility Programme for 2006/07

Future Programme

Following the development of a number of projects in 2006/07, this coming year's AccessibilityAction Plan includes a range of project implementation measures. Shopmobility schemesare planned for Penzance, Truro, Bodmin and St Austell. New community transport schemesare to be initiated in Launceston and the Lizard. The successful Wheels to Work schemesin east and west Cornwall are set to expand. More detail of the initiatives to be taken forwardin 2007/08 is given in Chapter 9 of this document.

Improving Air Quality in Cornwall

Improving Air Quality inCornwall

Introduction

The LTP2 identifies six hotspots in theCounty where monitoring revealed thattraffic had contributed to air quality readingsexceeding the National Air Quality Strategy(NAQS) limit of 40 micrograms per metrecubed of nitrogen dioxide (NO2). These willbe addressed by the introduction of transportrelated measures in the following locations:

Penzance (Market Jew Street, AlvertonStreet)Camborne (Wesley Street)Redruth (Penryn Street)Falmouth (Church Street, ArwenackStreet, Market Street)Truro (Further surveys required, but there are current high levels of NO2onHighertown corridor, Morlaix Avenue,Tregolls Road; although publicexposure is low in these areas)Bodmin (A389 - Higher Bore Street,Dennison Road, Turf Street and PrioryRoad)Dobwalls (A38 - road managed by theHighways Agency).


Whilst this year has witnessed a relativelymodest level of expenditure compared tothe likely investment in future years of LTP2,substantial study, consultation andpreparatory work has been undertaken. Extensive real time monitoring and diffusiontube monitoring has continued to take placeintended to further the understanding of thenature and cause of the air qualityproblems.

Recent research suggests modern cars arenow emitting higher concentrations ofprimary NO2, so although nitrous oxide isdecreasing, NO2 is increasing. This willmean over time those areas where levels of

NO2 are nearing 40 micrograms per metrecubed could exceed the NAQS limit. This isan issue that needs to be kept under review.

Following the implementation of works overthe last eighteen months in Penzance, earlysigns with respect to air quality levels areencouraging. Latest readings indicate thatthe NAQS objective of 40 micrograms permetre cubed of NO2 has not been exceeded.The change to the one-way flow for generaltraffic up hill on Market Jew Streetaccompanied by contraflow bus and cycleinfrastructure has encouraged traffic to usethe town's distributor road rather than usingthe main street, therefore resulting in lesscongestion.

The baseline concentration values inidentified locations in Camborne, Pool andRedruth (CPR) remain constant. Since thedeclaration of CPR as an air qualitymanagement area (AQMA) in December2005, officers from Kerrier District Council(KDC), the Urban Regeneration Company(URC) and the Air Quality Unit have beenworking with us in close partnership throughthe Kerrier AQMA Group to produce anAQAP. A Source Apportionment Study inCPR has helped in producing the ActionPlan and in trying to understand the airquality problem further. This Action Plandetails the air quality problems and lists themitigation methods to improve airquality. The final AQAP was submitted tothe Department for Environment, Food andRural Affairs (DEFRA) in June 2007.

A marketing sub group of Kerrier's AQMAGroup has led on the promotion of pressreleases and local broadcasts to raiseawareness of the AQMA. An on-line surveyenabled collection of travel data of thosetravelling within the area.The on-line surveyproved very successful with a response rateof over 230 people, the highest responserate of any survey posted on KDC'swebsite.

In Camborne, we are currently developingminor traffic management measures toaddress local peaks of pollution in

Camborne and are working with the URCand KDC planners to ensure redevelopmentand regeneration proposals do not furthererode air quality.

Traffic management work in Redruthinvolving improved operation andco-ordination of traffic signals and minorjunction works are anticipated in PenrynStreet. Exploration of the potential toremove further traffic movements from theWest End and Fore Street junction isunderway.

Travel awareness initiatives are underwaywith extensive travel plan work in the CPRarea and Trip Rate Information ComputerSystem (TRICS) surveys to count whichmodes of travel staff and visitors use toaccess sites in the area. These willaccompany KDC's on-line survey data whichascertains attitudinal responses. This willhelp inform transport measures in the ActionPlan as well as raising awareness througheducational and promotional material. Partof the work place travel plan promotion willinvolve working with the Trevithick Link busservice operator and other local publictransport providers to promote moresustainable modes of travel to and fromwork and for journeys associated withbusiness during work hours. Theimplementation of Safer Routes to Schoolsand school travel plan development isongoing in the CPR area.

In Falmouth, significant progress has beenmade with respect to delivering signingimprovements aimed at keeping NO2 levelsbelow NAQS objectives. These works areexplained in more detail in 6.3.2. This hasbuilt on improvements achieved with theseasonal park-and-ride facility. Consultationis currently being undertaken locally onfurther proposals for the town.

In Truro, design and consultation areunderway on a scheme for improvementsin Victoria Square. The scheme is intendedto provide better public transport facilitiesand reduce illegal parking which contributesto congestion in this key town location. The

robust and thorough approach toconsultation on this scheme has resulted ina slight delay to the delivery of this project.

Bus priority for the park-and-ride schemealong the A390 is being implemented to helpreduce traffic along this corridor which inturn will help reduce the air pollution.Improvements are being made to NewBridge Lane roundabout to facilitate the flowand capacity of traffic. The creation ofpark-and-ride facilities is progressing atThreemilestone.

Proactive and extensive monitoring hastaken place in Truro with the location ofdiffusion tubes along the Highertowncorridor. Monitoring has been located wheredevelopment is proposed to ensure airquality considered.

High NO2 concentrations in Bodmin havebeen recorded above the NAQS objective,though DEFRA have not yet requestedNorth Cornwall District Council (NCDC) todeclare an AQMA in Dennison Road.Despite this, we have taken a proactiveapproach and formed an AQMA group withNCDC, enabling a partnership approach tobe taken. This includes considering thefuture proposals and development of theBodmin Town Centre Framework Plan,which is looking to regenerate the town andprovide new economic opportunities. NCDCis proposing to declare an AQMAencompassing Dennison Road but not theentire town. A source apportionment studyof the area has been commissioned, whichwill help us to understand the air qualityproblem. Close partnership working fromthe outset will allow the air quality problemto be addressed without compromising theeconomic enhancement and regenerationof the town. Some works have beenundertaken this year and are explained inthe Section 6.3.1. However, additionalworks in the area, such as an improvementto the Church Square/Dennison Roadjunction, will only be achievable if significantland becomes available.

In Dobwalls,the Highways Agency hascommenced construction of a long awaitedbypass that will provide an ultimate solutionto the congestion problems, which havecaused air quality problems in the village.

On a countywide basis, initiatives such asthe Lorry Management Strategy and theCornwall Freight Network have beenimplemented to bring about improved airquality. Together they set out policies formanaging the lorry traffic on our roads,thereby assisting in bringing aboutimprovements to air quality.

The provision of improved cycling andwalking facilities also has beneficial impactson air quality by encouraging people to walkand cycle rather than use their car. Recentexamples of improved cycle provisioninclude initiatives in Truro and Bodmin. Thecycle provisions that have beenimplemented along the major transport linkof the Highertown corridor links TruroCollege, Richard Lander School and majoremployers at the Royal Cornwall Hospitaland New County Hall to the city centre. TheBodmin Walk to Work scheme has alsoprovided increased provisions for cyclistsand walkers by linking all the residentialareas in the south of Bodmin to the College.This was provided by off road paths utilisingthe old railway tracks and land adjacent tothe carriageway.


Traffic Management Measuresin Bodmin

Simple traffic management measuresin Bodmin demonstrate that evenrelatively small levels of investment canpotentially make a difference.

The research in Bodmin has demonstratedthat HGVs in the most congested part ofDennison Road are the cause of the airquality problem.

The implementation of yellow box markingsat the junction of Dennison Road and CastleStreet in May 2006 was a way of trying toreduce the number of cars in the localisedhotspot, therefore reducing emissions in thatarea. It requires traffic to queue either sideof the junction, also allowing traffic to enterand exit the junction more freely, easingcongestion. The box also allows more headroom for the larger vehicles exiting ChurchSquare onto Dennison Road.

The project will assist in ensuring that NO2

levels are not exceeded.The project will contribute towardsachieving the following LTP2 targets (asexplained in Pro Formas A and B):LTP8

Falmouth Signage Strategy

Signage strategy in Falmouth will helpto combat congestion and related airpollution in the town centre streets.

A comprehensive scheme of static andvariable message signing is beingimplemented. This is intended to directtraffic along the Dracaena Avenue, WesternTerrace, Melvill Road corridor to access carparks to the south of the Town, instead oftraffic using the main streets as a throughroute. When fully commissioned in thesummer of 2007, it is hoped that this willproduce a further traffic reduction in themain street reducing congestion, leading toimproved air quality and reducingcontravention of the prohibitions on ChurchStreet. Consultation is being carried outwith the community on further proposals toreduce unnecessary car trips in the town.

Traffic congestion in ChurchStreet in Falmouth prior toSignage Strategy

The project will help to improve air qualityby ensuring that NO2 values do not exceedNAQS objectives. It will also assist intargets to reduce car-borne journeys inurban areas.This project will contribute to reaching thefollowing LTP2 targets (as explained inPro Formas A and B):LTP8

Review of Air QualityProgramme

A summary of 2006/07 programme with respect to Air Quality initiatives is included in Table6.1. It should be noted, however, that schemes delivered as part of the AddressingRegeneration and Congestion Strategy also can make a positive contribution to enhancingair quality.

DescriptionSchemeComprehensive signing scheme for Falmouth involving both staticand variable signs is being implemented with the objective ofreducing traffic volumes in Church Street, Market Street andArwenack Street.

Falmouth Signing Scheme

Development work for a scheme at Victoria Square has beenundertaken together with town wide monitoring.

Truro

Significant monitoring of air quality in Dennison Road has beenundertaken with small scale traffic management schemesinvolving yellow box markings.

Bodmin

The Air Quality Programme for 2006/07

Future Programme

In 2007/08, a number of initiatives are planned to take place. Continued study andinvestigative work is planned for a variety of locations with known air quality problems.Substantial scheme implementation is scheduled for Truro and, subject to the results ofconsultation, works are also programmed for Falmouth and Bodmin. More detail of theinitiatives to be taken forward in 2007/08 is given in Chapter 9 of this document.

Addressing Highway Maintenance and Asset Management

Addressing HighwayMaintenance and AssetManagement

Introduction

The effective maintenance andstrengthening of all of our roads, footways,bridges and retaining walls contributes to asafer and effective transport network andthe outcomes which can be achievedthrough informed and timely investment.


The LTP Maintenance Block fundingallocation in 2006/07 enabled substantialprogrammes of works to be developed forthe maintenance of carriageways andstructures. These support the wider aimsand objectives of the LTP2 as part of an'asset management' approach.

All of the funding allocated for 2006/07 wasspent in full within the intended areas.

Both programmes delivered a range ofschemes covering the whole County, asrepresented in Figures 7.1 and 7.2respectively.

Cornwall Maintenance Schemes for 2006/07

Cornwall Structures Strengthening Schemes for 2006/07

In 2006/07, the County Council approvedits first ‘Transport Asset Management Plan’(TAMP). This document is based on thenational guidance ‘A Framework for HighwayAsset Management’ (2004), and forms anoverarching strategy document to all other relevant highway management andmaintenance policies. In order to alignservice delivery towards an improved ‘AssetManagement’ approach, a departmentalrestructure has also taken place with adedicated asset management function,introduced to manage planned maintenanceprogrammes.

The development of a local Code of Practice(CoP) for the Management of HighwayStructures based on the national CoP wascompleted during the year. A gap analysishas been carried out to identify the areas ofdevelopment required in order to align withthe national guidelines. Progress is beingmade in the areas identified by the analysis.


A390 Highertown Corridor,Truro

Major structural maintenance carriedout along this route complementsstrategic LTP2 improvements for thecorridor.

The A390 eastbound approach to Truro beforeimprovements

In recognition of plans to upgrade the busyA390 road into Truro, structural maintenanceof the carriageway has been carried out tocoincide with other LTP funded improvementworks. During 2006/07, the schemedescribed in Section 3.3.1 was delivered,demonstrating a combined, cost-effectiveand congestion-minimising approach toprogramming and implementation. Workswere carried out overnight to avoid trafficcontrol during daytime hours.

The A390 eastbound approach to Truro afterimprovements

The project will assist in ensuring that nooverall deterioration in the condition of localroads from 2004/05 values will result.This project will contribute to reaching thefollowing LTP2 target (as explained in ProFormas A and B):BV223

Tregullow Retaining Wall,Scorrier

Tregullow Retaining Wall has beenupgraded to allow continued heavyvehicle use whilst protecting itsenvironmental sensitivity.

Tregullow Retaining Wall is Grade II listedand supports the B3298 between the A30at Scorrier and Comford. The road is astrategic link between the A30 and Falmouthand is part of the primary heavy load routein Cornwall. The route has a high numberof LGVs accessing the industrial park andUnited Mines waste disposal site. It wasassessed as being weak and having anominal capacity to carry only 17t vehicles.

The retaining wall is situated on steeplysloping wooded ground and confined bynumerous specimen trees within theadjacent Tregullow Estate which are ofnational importance.

Tregullow retaining wall undergoingrefurbishment

The wall is 284m long and has a retainedheight of between 1.5m and 4m. It wasstrengthened by the installation of a piled,reinforced concrete retaining wall with castin-situ capping beam linking the piles. Thewall facing was refurbished locally to anappropriate standard in keeping with thelisting and the parapet containment wasupgraded.

The project has contributed to improvingthe condition of the highway network inCornwall.This project will contribute to reaching thefollowing LTP2 target (as explained in ProFormas A and B):BV224a

Review of MaintenanceProgramme

Table 7.1 shows the summary of the worksundertaken in 2006/07.

DescriptionScheme

A total of 28 'A' road surface treatment schemes wereimplemented in 2006/07, treating 34km of the road network.

Principal Roads

Theses schemes were derived from an overall programmedrawn from SCANNER, SCRIM and Deflectograph surveycondition information. As part of our 'Asset Management'approach this overall programme has been assessed, prioritisedand ranked to determine the most cost effective and beneficialschemes in terms of their contribution to LTP2 outcomes.

The delivery of 121 LTP funded surface treatment schemes onnon-principal roads was again supplemented by a County

Non-principal Roads

Council funded programme of surface dressing, which added30 schemes and improved over 103 km km of the road network.Through the application of Asset Management principles wehave identified an overall treatment programme driven bySCANNER data. This has identified a noticeable need forgreater investment on the classified non-principal road networkand the rural B road network in particular. Future years'programmes will be prioritised from the overall list and will reflectthe service levels outlined in our TAMP.

Although the delivery of some structures strengthening schemeshas been delayed due to land issues, many were resolved in2006/07 enabling a virtually full programmed delivery of bridgesand retaining wall schemes.

Bridges and RetainingWalls

Specific LTP funding of £375,000 last year enabled thecontinued prioritisation of work to strengthen retaining walls onthe Primary Road Network without significant impact to theprogrammed strengthening works on other routes. All but oneof the outstanding retaining wall strengthening schemes onprimary routes commenced in the year with only the A391Stannary Road retaining wall not starting on site. Phase II ofthe scheme at Little Comfort and the Hurdon Down retainingwall strengthening project were delayed by land access androad space allocation on the A388, though the latter started onsite during March 2007.

The assessment programme for retaining walls has beencompleted and strengthening work is now prioritised in thesame programme as for bridges.

DescriptionScheme

Over the period we have completed the assessment of allNetwork Rail and British Rail Board (Residuary) Ltd bridges aswell as all of the privately owned Bodmin and Wenford Railwaystructures supporting the highway.

We have developed with Network Rail schemes to strengthenthree cast iron bridges in Cornwall at Belowda, Victoria andLavrean. All three schemes have been completed andrestrictions to the Highway have been removed at these sites.Further work to evaluate the need to restrict a fourth similarstructure on a minor route will be carried out in 2007

A countywide programme of 16 footway maintenance schemeswas delivered in 2006/07, including those in the higher category

Footways

areas requiring Detailed Visual Inspection (DVI) for the purposeof BV187. It is evident however, that the nature and extent ofmany DVI defects do not define or warrant a ‘scheme’, and itis not considered to be a robust basis upon which to developan ‘asset management’ driven programme of works.

We have continued to develop our strategies in accordancewith the National Code of Practice and applied the principlesin relevant areas.

Asset Management

The Highway Maintenance and Asset Management Schemes Programme for 2006/07

Future Programme

A broad range of initiatives for the Highway Maintenance and Asset Management spendingprogramme will be taken forward in 2006/07. Focus will remain on those important areasof asset management that will deliver the greatest overall progress towards achievement ofperformance targets.

It is encouraging that 2006/07 BVPIs for road and footway condition have either been heldor improved. However, not all local indicators have followed the same trend, most notablythe measure for road surface skidding resistance (SCRIM), which has increased significantlyfollowing the introduction of HD28/04 ‘Skid Resistance’ (DMRB Volume 7).

As a safety related measure of condition, addressing deficiencies will be a priority withinforthcoming programmes in support of the Local Safety objectives. More detail of the initiativesto be taken forward in 2007/08 is given in Chapter 9 of this document.

Progress Towards Objectives, Targets and Outcomes

Progress TowardsObjectives,Targets andOutcomes

Introduction

The Government expects LTP2s to reflectthe 'shared' priorities identified in the fieldof transport (accessibility, congestion, safetyand air pollution), while clearly contributingto other important quality of life outcomessuch as health and liveability. The LTP2targets need to relate to outcomes (real andmeasurable improvements in the quality oftransport services and hence the quality oflife), rather than inputs or outputs (themethods, policies and schemes throughwhich those improvements are delivered).

We have identified a set of performanceindicators and targets based on national andregional criteria. We have also identifiedthose needed at a local level to reflectprogress for particular local circumstancesand future areas of growth. All of the targetsalso relate well to the vision and aims ofboth the County Council and the CornwallStrategic Partnership.

These targets are intended to be challengingand stretching, yet equally based onavailable resources and therefore realistic.A monitoring strategy has been developedthat will be used to check on progress.Regular reviews will be undertaken toconfirm that the specific LTP2 strategies anddelivery programmes are producing thedesired outcomes, and remedial actions willbe implemented if and where necessary.

Whilst monitoring will indicate progresstowards delivering the transport aims, it willalso provide an indication of progress

towards some of the wider quality of lifeoutcomes stated in the Cornwall CommunityStrategy and broader regional and nationaldirectives.

During the period of LTP1, we designed anintranet based monitoring tool. The 'LTPScheme Reporting Procedure' requiresevery officer responsible for transportscheme development to record the LTPaims and targets that the scheme will helpto deliver, as well as recording the physicaloutputs at scheme delivery stage. The usermust input details of how the schemeoutcomes will be monitored, whichautomatically generates a monitoringrequest to the appropriate officer. All of thisinformation is then fed back to our financialsystem to enable effective assessment ofspend against outputs and outcomes.

A wide range of monitoring methods hasbeen employed during the year, rangingfrom manual traffic counts to satisfactionsurveys.

Progress Towards AchievingWider Outcomes

We are pleased with the progress madeduring the first year of the programme whichis set out in the following sections under ouraims. We are confident that, with very fewexceptions, the targets will remain on coursefor the complete LTP2 period.Where targetsare achieved earlier than expected, we willrevise the values to ensure that they remain'stretching'.

Addressing Regeneration andCongestion in Cornwall

Good progress has been made during 2006/07 towards our five year targets. We havedelivered a wide range of important projects and achieved target levels shown in the tablebelow. The programme is described in more detail in Chapter 3.

On Track?Progressto Date

TargetIndicator DescriptionIndicatorReference

yes16.2%4% increase by 2010/11Bus passenger journeysBV 102

yes49%46% in 2009/10Satisfaction with public

transport informationBV 103

yes50%46% in 2009/10Satisfaction with local bus

servicesBV 104

no clearevidence

Dataavailablefrom DfTOctober

2007

Limited to a 11% increase by2010

Change in area wide roadtraffic mileage

LTP 2

no clearevidence

1%increase

12% increase by 2010/11Cycling tripsLTP 3

no clearevidence

Baselineyear

No increase in the proportionof pupils travelling to schoolby car (excluding car share)

between 2006/07 and2010/11

Mode share of journeys toschool

LTP 4

yes83%86% by 2010/11Bus punctuality

(intermediate timing point)LTP 5

yes100%100% by 2010/11Southwest TRIP - data

completeness to timingpoint level

REG 1

yes100%99% by 2010/11Southwest TRIP - data

completeness to all stoplevel

REG 2

yes91%90% by 2010/11Southwest TRIP - verified

Traveline dataREG 3

yesNo increaseNo increase by 2010/11Changes in peak period

traffic flows in urban centresCCC 1

yes13.24%16.5% increase by 2010/11Rail passenger journeysCCC 2

yes1%

increaseNo reduction by 2010/11Car parking pricing

differentialCCC 3

no2.9%

decrease5% increase by 2010/11Walking journeysCCC 4

no clearevidence

BaselineYear

5% decrease by 2010/11Single occupancy car tripsfor identified employmentsites

CCC 5

yes11%

increase5% increase by 2010/11Summer peak public

transport tripsCCC 6

yes

See Section 3.7 for explanation ofprogress made.

EU Objective 1 relatedtransport schemes that will

CCC 7

contribute towards thebroader EU Objective 1outcomes for Cornwall

yes61%100% by 2009/10Number of schools with

Travel PlansCCC 11


All of our local safety targets remain on track after a year of intensive activity across thewhole safety programme.



no clearevidence

16%decrease

30% decrease(a target level of 222 for

three year rolling averagebased around 2009)

Total killed and seriouslyinjured casualties

BV 99x

yes

17.4%decrease

25% decrease(a target level of 17 for threeyear rolling average based

around 2009)

Child killed and seriouslyinjured casualties

BV 99y

yes

1.2%increase

5% decrease by 2010,

(a target level of 2,353)

Total slight casualtiesBV 99z

(a target level of 3.2%increase for three year rollingaverage based around 2006)

yes

5%decrease

(provisionalfigure)

10% decrease by 2010Total casualties per millionvehicle kms

CCC 8


We have delivered what was planned for 2006/07 and are pleased to report ongoing successin delivering the LTP2 targets.


TargetDescriptionIndicatorReference

yes16.2%4% increase by 2010/11Bus passenger journeysBV102

yes49%46% in 2009/10Satisfaction with public

transport informationBV103

yes50%46% in 2009/10Satisfaction with local bus

servicesBV104

yes

50%Improved accessibility to oneor more services in 80% ofthe Super Output Areas by

Super Output Areas withimproved accessibility

LTP1

2010/11(supported byevidence of demonstrable

needs met)

yes83%86% by 2010/11Bus punctuality

(intermediate timing point)LTP5

yes100%100% in 2010/11Southwest TRIP - data

completeness to timingpoint level

REG1

yes100%99% in 2010/11Southwest TRIP - data

completeness to all stoplevel

REG2

yes91%90% in 2010/11Southwest TRIP - verified

Traveline dataREG3


In conjunction with our partners, we have continued to deliver a wide range of initiatives thathave enabled our performance targets to remain on track.



no clearevidence

DataavailableOctober

2007

To contain growth to 11% by2010

Change in area wide roadtraffic kilometres

LTP 2

yesPlease seePro Forma

AExplanatory

Notes

No exceedance of 40 mg/m3

of NO2 in Penzance,Falmouth & Dobwalls by2010.

No increase on baselinevalues in Camborne,Redruth & Bodmin.

To ensure that NO2 levelsdo not exceed the NAQSobjectives in the identifiedlocations in Penzance,Truro, Falmouth andDobwalls by 2010. Toensure Camborne, Redruthand Bodmin who have or

LTP 8

are in the process ofdeclaring AQMAs do nothave annual meanincreases in NO2 by 2010.


The Highway Maintenance and Asset Management programme has been successfullydelivered for the 2006/07 period, enabling all performance targets to remain on track.



yes3%To remain in the national topquartile*

Principal Road ConditionBV 223

yes7%Targets and trajectories tobe developed from two

years' SCANNER surveyresults*

Non Principal ClassifiedRoad Condition

BV 224a

yes15%12% by 2010/11*Unclassified Road ConditionBV 224b

yes22%20% by 2010/11*Footway ConditionBV 187

no clearevidence

93 BridgeCondition

Index

To be confirmedCondition of bridgesCCC 9

no clearevidence

To bereported in

2007/08

To be confirmedThe percentage of thelighting column stock withinan authority with a PriorityScore greater than zero

CCC 10

*All subject to future Maintenance Block funding allocations

Looking Forward

Looking Forward Introduction

Following the successful delivery of the first year of the LTP2 capital programme, 2007/08looks set to be equally challenging. The following chapter summarises the likely expenditurefor projects under each of the LTP2 areas of delivery namely Regeneration and Congestion,Local Safety, Improving Accessibility, Improving Air Quality and Highway Maintenance. Asexplained in Chapter Two, Cornwall's funding allocations are made up from a combinationof various sources. Table 9.1 summarises the available capital funding for 2007/08.

2007/08 Capital InvestmentFunding all Resources (£'000s)

Capital Funding Resources 2007/08

22,114Total LTP Core Funding (Integrated Transport andMaintenance Blocks)

21,063Third Party and Other Funding:43,177Total 2007/08 Capital Funding

Summary of Capital Funding for 2007/08

The investment programme for 2007/08 is allocated between the main delivery heading asindicated in Table 9.2.

Total3rd PartyOther CCCLTPFunding

All Figures in £'s

7,265,0353,032,000762,0853,470,950Regeneration and Congestion

4,477,000500,00003,977,000EU Objective One

2,994,050002,994,050Safety

289,80000289,800Accessibility

235,20000235,200Air Quality

15,261,0853,532,000762,08510,967,000Subtotal

3,630,000003,630,000Structures

14,310,00002,427,00011,883,000Capital Maintenance

17,940,00002,427,00015,513,000Subtotal

9,975,9155,193,0004,782,9150*Other Schemes

£43,177,000£8,725,000£7,972,000£26,480,000Total 2007/08

Summary of Capital Investment Programme for 2007/08

*Please note that there is LTP funding allocated to these schemes, but is included in theprogramme under the 'shared' priorities.

Forward Plan

An overview of proposed LTP2 delivery is given for each of the main strategy areas in thetables that follow below. Investment values include Cornwall's own contributions andsignificant levels of funding drawn from a variety of other sources.

In addition to the capital investment, we have committed to ongoing significant revenuefunding that will help address our transportation service commitments including: road safety,school crossing patrols, street lighting, transport studies, public transport, developmentcontrol, maintenance.

Addressing Regeneration andCongestion in Cornwall

DescriptionScheme

Schemes include the upgrade of the key City bus stops, buspriority schemes and the start of the Truro rail station upgradescheme.

Truro

A range of public transport schemes are scheduled for deliveryincluding completion of the Kickstart infrastructure and Phase


2 of Camborne station upgrade. We will continue to work withour partners to deliver the Public Realm improvement schemes.

We are working with partners to assist with the delivery of theCivic Pride initiative in the town centre. Also, the upgrade of

St Austell

the St Austell rail station and interchange is the key schemescheduled for delivery for 2007-08.

The upgrade of the bus stop infrastructure in the town willcontinue as well as delivery of the townwide cycle network.

Newquay

A range of works relating to the ongoing public realm schemeare scheduled that will impact on public transport, and walkingand cycling.

Penzance

A significant traffic management scheme is scheduled forLostwithiel Roundabout in 2007/08 as well as delivery of the'Walk to Work' scheme.

Bodmin

A range of Safer Routes to School schemes will be deliveredacross the County. The upgrade of Saltash rail station is alsoproposed.

Town Wide Initiatives

It is anticipated that the Truro Park and Ride will be welladvanced in 2007/08 as well as significant works on theTruro-Falmouth branch line.

EU Objective One andConvergence

It is envisaged that significant progress will be made withrespect to the CPR Major Scheme during 2007/08. Appointment

RFA Major Schemes

of a contractor is pending, an Environmental Impact Assessmentis to be undertaken, an Environment Statement prepared anda planning application is to be submitted.

DescriptionScheme

The Truro Major Scheme is also to be progressed withappointment of a contractor, design development andEnvironmental Impact Assessment work all to be undertakenduring 2007/08.

The Regeneration and Congestion Programme for 2007/08


DescriptionScheme

Delivery of a programme of road safety engineering works.Local Safety SchemesProgramme

Completion of final phase of construction of A39 Carnon Gate;construction of one kilometre on line carriageway improvement

Major Safety RelatedSchemes

on A3059 Tresawles Farm to Cross Putty; completion ofconsultation and detailed design for A39 Tollgate, Wadebridgejunction improvement; construction of major carriagewayimprovements on A30 at Helscott.

Implementation of approved multi disciplined treatments ofA3058 and A392; commencement of route study investigationson A3047 and A30.

Route Intervention AllCasualties Programme

Implementation of approved multi disciplined treatments ofB3271 and A374; commencement of route study investigationson B3292.

Route InterventionMotorcycle Programme

Continued implementation of a programme of engineeringtreatments including a 20mph zone in Newquay and pedestrianimprovement scheme in Dunmere Road, Bodmin.

Speed ManagementMeasures

Continued implementation of a Safer Routes to Schoolsprogramme to maximise improvements to the infrastructure


both to school and the wider public in support of road safetyand sustainability.

Implementation of road safety initiatives focusing on driverbehaviour and road user vulnerability.

Road Safety Grant

The Local Safety Spending Programme for 2007/08

Road Safety Grant

The local safety programme is unique with respect to LTP funding as it now receives acombination of capital and revenue support through the Road Safety Grant element of LTPgovernment allocations (see Table 9.5). We welcome the new arrangements, which areallocated primarily for funding the Safety Camera Partnership.

2007/08 InvestmentProgramme All Resources

Road Safety Grant

878,567Revenue199,926Capital

1,078,493Road Safety Grant Total

Summary of Local Road Safety Grant Programme for 2007/08

In Cornwall, it is intended that £768,945 of the £1.1 million allocation will be spent onmaintaining a similar level of investment on running the safety camera scheme as previousyears. The remainder of the revenue grant will be spent on education, training and promotion(ETP) initiatives. In terms of capital expenditure, the range of initiatives to be taken forwardis set out in Table 9.6.

DescriptionProject

A contribution to programmes of passive safety. Theseschemes may consist of

Passive Safety Measures

Bike GuardLattix PostsRedesign, relocation of vulnerable street furniture.

Project will include safety audit review to locate suitablesites.This is possibly also to be funded from the LAA. If fundingis confirmed, this element of funding might be partiallyredistributed.

At existing safety camera core sitesPoletex Vehicle ActivatedSigns

A contribution to other budgets to help address known 'boyracer' routes, including possible works to camera sites. Not to

Works to address antisocial driving routes

involve camera deployments which may be funded from themain camera programme.

An innovative scheme aimed at locating VAS at sites in advanceof locations where intoxicated pedestrians are likely to be in

Pedestrians in RoadVehicle Activated Signs

the road at night. This is most particularly to be found on thehigh risk routes identified in Newquay, but not exclusively. Thelocations of the signs to be determined by both engineeringlogic and constraints, and by psychological considerations asto where driver behaviour along the key sections of the routemight be influenced. Both aspects must be fully considered.

It is intended that the interventions on the high risk casualtyroutes are to be multi disciplinary. Funding in the LTP2 is

ETP contributions to highrisk routes in LTP 2 and

capital only and generally assigned to engineering works. It ismanagement of the aboveprogrammes probable that some ETP activity will be required to support the

engineering work and this is funding from this source. Capital

works to support ETP activity should normally be funded fromthe main LTP2 budget.

Road Safety Capital Grant Initiatives


DescriptionScheme

Support for the schemes in the east and west of Cornwallincluding the purchase of scooters and bicycles to enablescheme expansion.

Wheels to Work

Assistance in setting up schemes in Truro, Bodmin and StAustell, including the initial purchase of scooters andwheelchairs and contribution to premises costs.

Shopmobility

Startup costs and capital outlay to assist in the delivery of anew transport service in the Launceston Priority Area.

Launceston TransportProject

Startup costs and capital outlay to assist in the delivery of anew transport service in the Lizard Priority Area.

Lizard Transport Project

Contribution towards replacement costs of accreditedcommunity buses to provide more capacity for expandedservices .

Community BusReplacement

The Accessibility Programme for 2007/08


DescriptionSchemeFurther discussions are underway with the local community toestablish whether more effective enforcement of traffic restrictionsin the main streets is possible.

Falmouth

A review of parking and loading restrictions and bus stops incritical areas of the A3047 will be undertaken to ensure thatproblems arising from the double parking will be avoided as muchas possible.


Monitoring will establish the air quality benefits gained from thepark-and-ride. The intention is to implement a comprehensiveimprovement scheme to bring about improved air quality androad safety whilst removing the congestion and reducingpedestrian/vehicle conflict.

Truro – Victoria Square

Investigations of direction signing to discourage movements fromWadebridge to the A30 via Dennison Road will be undertaken.

Bodmin

The Air Quality Programme for 2007/08


DescriptionScheme

During 2006/07 a significant amount of work has been carriedout to develop forward programmes of work for each road

Carriageway Treatment

category. The information from all condition survey types hasbeen assessed through use of our Pavement ManagementSystem to generate schemes which aim to treat at least onedefect category (structural, functional or safety), and optimisethe funding available.The outcome of this work is that we have identified 220 PrincipalRoad and 550 Non-Principal Road schemes for delivery overthe next three to five years, subject to funding levels. There isa recognised area of conflict between meeting outcomes basedon an effective ‘asset management’ strategy, and deliveringprogrammes aligned to continual improvement in BVPI conditionindicators. The priority for forward programmes will be tomaintain safety of the network, and to carry out ourcost-effective treatments to minimise reactive maintenancerequirements.Unfortunately, the LTP Maintenance Block allocation for 2007/08was reduced by £2.1m from a provisional allocation of £17.684mto £15.513m (including £325,000 for strengthening andmaintenance of two Primary Route Network structures). Thisreduction will impact on the delivery programme and targetsoutlined in LTP2, which was based on DfT 'provisional'allocations.

The introduction of national directive HD28/04 (supersedingHD28/94) impacted significantly upon the amount of Cornwall’s

Principal Roads

‘A’ road network which became deficient in skidding resistance,based on SCRIM surveys. This directive re-classified thedefinition of ‘bends’ and increased some Investigatory levels,which when applied to the nature of Cornwall’s roads resultedin a large increase in previously non event (low risk) sitesbecoming in need of further investigation.As outlined in the LTP2, we aim to prioritise schemes on thebasis of safety criteria, and in order to understand the latestdata and needs, have worked in partnership with WDM Ltd todevelop a new ‘Policy Document for the Management of SkidResistance in Cornwall’. This policy has been developed byanalysing accident statistics against HD28/04 road categories,and determining a ‘typical’ background rate of ‘injury’ accidentsper 100m veh km on non-event sections of road. The resultantpolicy includes SCRIM Investigating Levels appropriate to thenature and accident history of roads in Cornwall.Separately, the sample surveys of structural conditions asmeasured by Deflectograph (based on County Surveyors

DescriptionScheme

Society Guidance) is showing a worsening situation. Whilstthis will be attributable in part to the revised survey regimetargeted to a sample of sites with known residual lives belowten years, it may also be an indication of increasing rates ofdeterioration.The forward programmes will therefore aim to provide a costeffective, balanced and sustainable approach to maintainingCornwall’s roads. This will not involve targeting furtherimprovement of BV223, which is already low (i.e. a lowpercentage of deficient road length), but we will continue tomonitor the impact of our strategy on the indicator value toensure that it remains within acceptable levels.

During the consultation for LTP2 and in development of theCouncil’s Highway Maintenance Plan, public feedback

Non-principal Roads

confirmed prioritisation of road hierarchy from A roads as themost important to local minor roads as the least important. Thecondition of B roads is therefore the second priority. Accordingto latest survey information, it is where the demand forinvestment is greatest amongst all non-principal roadcategories. With the demands on B roads and a reducedCounty Council funded surface dressing programme in 2007/08,there will be a negative impact on the conditions of the localunclassified road network (particularly rural) over the longerterm. The wetter-than-average winter of 2006/07 has generatedan unusually high number of localised defects whichunexpectedly require treatment via a separate programme of‘patching’ works in 2007/08 – again reducing resourcesavailable to address the planned programme.The consequence of such demands, and the much lower thanprovisionally allocated LTP Maintenance Block funding for2007/08, will make it extremely difficult to provide a sustainableprogramme of carriageway maintenance.

With the remaining private bridges on the County's RoadNetwork having been assessed, we are now in a position to

Bridges

fully establish our liabilities in respect of weak rail bridges. Wewill continue to develop the relationship with the rail companiesand, where the priorities align, schemes to protect the remainingseventeen weak structures will be promoted.Other bridge structures will continue to be strengthened,restricted or replaced as they reach the top of the priorityrankings.

In the coming period, the focus will be on delivering theremaining primary route retaining wall strengthening scheme

Retaining Walls

at Stannary Road on the A391, which has not been started,and completing Phase II of the strengthening of Little ComfortRetaining wall on the A388. Strengthening and maintenance

DescriptionScheme

works to the remaining walls will continue to be prioritised alongwith bridge structures.

Stage II assessments of the two highest ranking Road overRail and Road Adjacent to Rail sites in Cornwall have been

Road Rail Interface

carried out jointly with Network Rail at Carn Brea, Redruth andCannon Town, Hayle. In the coming period we will carry outfurther assessments for other higher risk sites in Cornwall andprioritise sites still considered to be a significant risk formitigation works.

A separate programme of Detailed Visual Inspection (DVI)related footway works will continue to be delivered in 2007/08.

Footways

However, in view of the funding issues described above,together with confidence in the method of survey and defectcategorisation upon which to develop cost effective programmesof works, the investment and prioritisation criteria will bereviewed. As the greater majority of the County’s footways lieoutside the remit of DVI’s, and possibly serve accessibilityobjectives in a more effective manner (e.g. footways betweenresidential areas and towns / industrial areas), it may be moreprudent to focus resources towards improvement along theseroutes which will not necessarily contribute to an improvementin BV 187.The busiest urban footways surveyed by DVI will in any casecontinue to be subject to highest safety inspection frequencyand priority for repair.

Service levels by way of condition indicator and local servicedelivery, are to be developed in the coming period. Our Code

Asset Management -Highway Structures

of Practice will be updated to reflect these proposals. It willdescribe more fully those areas contained in the national Codeof Practice that have not so far been addressed and it willidentify, where appropriate, those elements where only partialadoption will be possible because of local constraints or thelimitations of funding.

The Highway Maintenance and Asset Management Schemes Programme for 2007/08

Service Plan and Commitmentsfor 2007/08

The Transportation Service Plan is theumbrella plan for the whole service. Itincludes the key issues and headline actionsthat affect all aspects of delivery, linkingback to the LTP2. It also addresses

corporate issues and picks up additionalactions that are identified through thecorporate review process.

Figure 9.1 indicates the key linkagesbetween the aims and objectives andservice delivery.

Cornwall Transportation Service Plan

11 Appendices

11.1 Pro Forma A - Core Indicators

11.2 Core Indicators track the plannedperformance and progress of targets throughthe period of LTP2. These targets aremandatory and are required by centralgovernment to assess progress nationally.The table shows progress so far.Explanatory notes are included at the endof the table to provide additional backgrounddetail for each indicator where necessary.

11.3 Pro Forma B - Local PerformanceIndicators

11.4 Local performance indicators trackthe planned performance and progress oflocally set targets through the period ofLTP2. The shows progress so far.

Explanatory notes are included at the endof the table to provide additional backgrounddetail for each indicator where necessary.

11.5 Pro Forma C - Maintenance Data

11.6 The information contained in thistable indicates the mandatory reportingfigures required by government and arerequired for the setting of maintenanceallowances for each highway authority

11.7 Pro Forma D - Scheme outputsForm F4

11.8 This table reports on scheme deliveryoutputs and is shown in the standard 'F4'format defined by government.

11.1 Pro Forma A - CoreIndicators

2010/112009/102008/092007/082006/07BASELINEDESCRIPTIONINDICATOR

208222236254264TARGET317(Rollingaverage2001-04)

Total KSIBV99x266ACTUAL


Child KSIBV99y19ACTUAL


Slight CasualtiesBV99z2507ACTUAL

4.00%2.00%-2.00%-5.00%-7.00%TARGET8.01m(2003/04)

Bus PassengerJourneys

BV102+16.20%ACTUAL

46.00%40.00%TARGET36%(2003/04)

Bus InfoSatisfaction

BV10349.00%ACTUAL

46.00%40.00%TARGET38%(2003/04)

Bus SatisfactionBV10450.00%ACTUAL

11

To remain within the national top quartileTARGET3.4%(2005/06)

Principal RoadCondition

BV2233.00%ACTUAL

7.00%TARGET7%(2006/07)

Non PrincipalClassified Road

ConditionBV224a

11

7.00%ACTUAL

12%12.30%12.60%12.90%13.20%TARGET25.79%(2003/04)

Non PrincipalUnclassified

Road ConditionBV224b

15.00%ACTUAL

20.00%21.00%22.00%23.00%24.00%TARGET25%(2003/04)

FootwayCondition

BV18722.00%ACTUAL

80.00%75.00%65.00%52.00%38.00%TARGET246Areas

(2005/06)

Super OutputAreas

LTP150.00%ACTUAL

111110108107105TARGET100

(2004)Area Wide kmLTP2 Please see explanatory notes following this

tableACTUAL

112109106104102TARGET100(2003/04)

Cycling TripsLTP3101ACTUAL

100100100100100TARGET100(2006/07)

School ModeShare

LTP4

11

100ACTUAL

88.00%85.00%83.00%81.50%80.50%TARGET79.5%(2005/06)

Bus PunctualityStart Point

LTP5a86.00%ACTUAL

86.00%83.00%81.00%79.00%78.00%TARGET77%(2005/06)

Bus PunctualityIntermediate

PointsLTP5b

83.00%ACTUAL

TARGET2004levels

ofnitrousoxide

Air QualityLTP8 Please see explanatory notes following thistable

ACTUAL

11.2 Pro Forma A - CoreIndicators Explanatory Notes

CommentTargetIndicatorDescription

IndicatorReference

Whilst we have very narrowly missed thetrajectory figure, we have made strongprogress, achieving a 16% reduction on the

A 30% reduction forthe three year rollingaverage centred on

Total KilledandSeriously

BV99x

baseline level. We will continue to monitorprogress during 2007/08 and take necessaryaction to work towards meeting the trajectory.

2009, to a target levelof 222 KSI casualties

Injured(KSI)Casualties

Trajectory on track. No further comment.A 25% reduction inchild KSI casualties

Child Killedand

BV99y

for the three yearSeriouslyrolling averageInjuredcentred on 2009, to a(KSI)

Casualties target level of 17 KSIcasualties

Trajectory on track. No further comment.A 5% reduction intotal slight casualties

Total SlightCasualties

BV99z

by 2010, irrespectiveof any traffic growth,resulting in a target of2,353 slightcasualties

The introduction of the Concessionary Faresscheme in April 2006 has had a significant

4% increase in buspatronage by2010/11

BusPassengerJourneys

BV102

impact on bus patronage levels in Cornwall.Since the launch of the scheme, Cornwallhas witnessed a 16% increase in passengernumbers meaning that we have convincinglybeaten our +4% target for 2010/11 within the

11


IndicatorReference

first year. In addition, it is anticipatedpassenger numbers may furtherexponentially increase as the nationalConcessionary Fares scheme goes live in2008 with Cornwall being a popular ‘tourist’county.There is some difficulty of removing theconcessionary element from the totalnumbers of passengers travelled, and workis ongoing to address this. We will reset atarget based on advice received and furtherdiscussions with GOSW.

We are delighted with the results obtainedfrom the 2006/07 Best Value triennial survey.In addition, we have decided to carry out

46% satisfaction withpublic transportinformation by2009/10

SatisfactionLevels withPublicTransportInformation

BV103

on-board surveys to ascertain satisfactionlevels of regular bus users. In addition, wehave conducted an extensive postal survey

46% satisfaction withpublic transportservices by 2009/10

SatisfactionLevels withBusServices

BV104 based on socioeconomic factors to assesspotential bus users' satisfaction levels. Thepostal and on-board surveys will be used tofurther supplement the findings of the BestValue research.

Trajectory on track. No further comment.To remain within thenational top quartile

PrincipalRoadCondition

BV223

Delivery will be dependant on futureMaintenance Block allocations. Targets andtrajectories will be identified to reflect theavailable resources when future allocationshave been set.

To be set followingcompletion of twoyears' SCANNERsurveys

NonPrincipalClassifiedRoadCondition

BV224a

Provisional target of12% (to be confirmed

NonPrincipal

BV224b

when BV224aestablished)

Non-ClassifiedRoadCondition

Trajectory on track. No further comment.20% by 2010/11FootwayCondition

BV187

Trajectory on track. No further comment.80% of Super OutputAreas to have

SuperOutput

LTP1

improvedAreas withaccessibility to one ormore service

ImprovedAccessibility

11


IndicatorReference

to One orMoreServices(supportedbydemonstrableneeds met)

The figures relating to area wide vehiclekilometres are not currently available. Theywill be available from the DfT in October2007 and will be reported for 2006/07 nextyear.

Anticipated increasesin traffic kilometrageto be limited to 11%by 2010

Change inArea WideVehicleKilometres

LTP2

We have made progress towards thetrajectory, with an increase in cycling levelsof 1%. We will monitor and review progressto work towards the trajectory.

12% increase by2010/11

CyclingTrips

LTP3

Following new guidance in August 2006,Cornwall has revised its target for this

No increase in theproportion of pupils

Mode Shareof Journeyto School

LTP4

indicator to ‘no increase in the proportion oftravelling to school bypupils travelling to school by car (excludingcar (excluding carcar share) between 2006/07 and 2010/11'share) between

2006/07 and 2010/11 and includes all schools with School TravelPlans (STPs) in place and 50% of those notyet having one.The baseline data from 2004/05 wascollected using a 'hands up' survey in all 40schools having an STP in place at that time.Following an extensive awareness raisingcampaign with schools to highlight theproposed use of the School InformationManagement System (SIMS) to monitormodal shift, and the distribution of softwarewhich assists school administrators to ensureaccuracy of that data, we have seen anexcellent response to the first use of SIMSboth by STP and non STP schools. Usingthis data we have reset the baseline to 100%at 2007

Bus punctuality surveys were planned forAugust and February each year to representthe summer period, where traffic levels and

88% of buses startingroute on time by2010/11

BusPunctuality

LTP5a

the associated congestion delays can86% of buses on timeat intermediate timingpoints by 2010/11

BusPunctuality

LTP5b increase dramatically due to tourism andoff-season when delays are considerablyreduced. Due to pressure on resources andsurveying capacity, the surveys were

11


IndicatorReference

conducted in early September 2006 insteadof August, which may have produced anartificially high proportion of buses startingand running on time. This will be addressedin 2007/08 survey work.

There have been no exceedances of theNAQS objective value of 40 micrograms per

To ensure thatnitrogen dioxide

Air QualityLTP8

metre cubed of NO2 as an annual average in(NO2) levels do notthe identified locations ofPenzance,Falmouth,exceed the NAQSDobwalls and Truro. This follows work inobjectives inPenzance and Falmouth to address airidentified locations inquality. Work is also underway at thePenzance, Truro,Dobwalls bypass which has moved some ofFalmouth andthe congestion outside of the village.Dobwalls by 2011,Although high NO2 values have beenand to ensure

Camborne, Redruth recorded breaching 40 micrograms per metreand Bodmin which cubed inTruro, a years data has not been

achieved.Baseline concentration values in identifiedlocations in Camborne - Pool - Redruth

have or are in theprocess of declaringAQMAs do not haveannual mean (CPR) and Bodmin remain constant. Airincreases in NO2 by2011

Quality Action Plans are being implementedto address the air quality problems.Recent research suggests modern cars arenow emitting higher concentrations of primaryNO2, so although Nitrous oxide is decreasing,NO2 is increasing. This will mean over timethose values just below borderline NO2 couldnow be pushed over 40 micrograms permetre cubed.

11.3 Pro Forma B - LocalIndicators

2010/112009/102008/092007/082006/07BASELINEDESCRIPTIONINDICATOR

100.00%100.00%100.00%100.00%100.00%TARGET100%(2005/06)

TRIPREG1

100.00%ACTUAL

99.00%98.00%97.00%96.00%95.00%TARGET94%(2005/06)

TRIPREG2

100.00%ACTUAL

90.00%85.00%80.00%75.00%65.00%TARGET65%(2005/06)

TRIPREG3

91.00%ACTUAL

11

100100100101102TARGET100(2005/06)

Peak UrbanTraffic Flows

CCC1

100ACTUAL

16.50%15.00%13.00%11.00%9.00%TARGET3.4m(2004/05)

Rail PassengerJourneys

CCC2

13.24%ACTUAL

100100100100100TARGET100(2005/06)

Car ParkingCCC3

101ACTUAL

105104102101100TARGET100(2005/06)

WalkingCCC4

97.10%ACTUAL

95979899100TARGET100(2006/07)

WorkplaceTravel Plans

CCC5

100ACTUAL

105104103101100TARGET100(2005/06)

Tourism PublicTransport

CCC6

11

111ACTUAL

TARGETDefinedby

individualprojects

EconomicOutcomes

CCC7

Please see explanatory notes following thistable

ACTUAL

-10.00%-8.00%-6.00%-4.00%-2.00%TARGET(Average2001/04)

TotalCasualties/mvkm

CCC8

-5.00%ACTUAL

TARGET91(2005/06)

Condition ofBridges

CCC9

93ACTUAL

TARGETTo beconfirmed

Street LightingCCC10

Please see explanatory notes following thistable

ACTUAL

100.00%100.00%87.00%74.00%61.00%TARGET61%(2006/07)

School TravelPlans

CCC11

61.00%ACTUAL

11.4 Pro Forma B - LocalIndicators Explanatory Notes


IndicatorReference

Trajectory on track. No further comment.Data completeness toTiming Point level tobe 100% by 2010/11

SouthwestTRIP

REG1

Trajectory on track. No further comment.Data completeness toAll Stop level to be99% by 2010/11

SouthwestTRIP

REG2

Trajectory on track. No further comment.Verified Travelinedata to be 90% by2010/11

SouthwestTRIP

REG3

Trajectory on track. No further comment.No increase in trafficby 2010/11

Changes inPeak Period

CCC1TrafficFlows inUrbanCentres

The increase in rail patronage is higher thananticipated. This is possibly due to the newrail operator's commitment to improved ticketsales and inspection.

16.5% increase in railpassengers by2010/11

RailPassengerJourneys

CCC2

11


IndicatorReference

There has been a slight increase in thedifferential pricing between long stay andshort stay car parking in the seven mainurban centres.

No reduction indifferential pricingbetween long andshort stay car parkingin the main urbancentres by 2010/11

Car ParkingCCC3

We are disappointed that walking levels havedropped in the first year of LTP2 delivery.We will monitor and review progress in orderaddress the issues in order to return theindicator positively on track.

5% increase by2010/11

Levels ofWalking

CCC4

Through 2006/2007 work was undertaken toencourage large local employers to adoptvoluntary travel plans and assistance was

5% decrease in thenumbers ofemployees accessing

WorkplaceTravelPlans

CCC5

given to those implementing travel plans as

work by single

part of a planning condition. Employers were

occupancy private

approached in the main urban areas and a

car for an identified

number have agreed to implement travel

group of large

plans. The initial target of achieving a

employers in the

database of twenty five employers across

main urban centresby 2010/11

the county on which to judge modal shift wasambitious and to date only seven have beenestablished. However, all these employershave agreed to allow TRICS multi-modalsurveys to be carried out at their sites as wellas travel surveys and these will form a robustand objective basis for future reference. Itis envisaged that this database will beexpanded over the next few years.

The overall percentage increase of 10.64%is extremely encouraging.The introduction of the Concessionary Faresscheme in April 2006 has had a significant

5% increase insummer publictransport patronageat defined locationsby 2010/11

Tourism -summerpeak publictransporttrips

CCC6

impact on bus patronage levels in Cornwall.Since the launch of the scheme, Cornwallhas witnessed a 10.64% increase inpassenger numbers meaning that we haveconvincingly beaten our +5% target for20101/11 within the first year. In addition, itis anticipated passenger numbers mayfurther exponentially increase as the nationalConcessionary Fares scheme goes live in2008 with Cornwall being a popular ‘tourist’county.There is some difficulty of removing theconcessionary element from the total

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IndicatorReference

numbers of passengers travelled,and workis ongoing to address this. We will reset atarget based on advice received and furtherdiscussions with GOSW.

Defined economic outcomes for eachindividual scheme are identified in ObjectiveOne/Convergence bid documents and

To facilitate theeconomic outcomesof approved EU

TransportFacilitationof EconomicOutcomes

CCC7business case submissions. The outcomeswill be reported through future LTP2 progressreports.

Objective Oneschemes on anindividual schemebasis

A provisional figure has been calculatedusing a predicted level of million vehiclekilometres pending the release of the actualfigure, which is unavailable until October2007.

10% reduction inslight casualties permillion vehiclekilometres by 2010

TotalCasualtiesper MillionVehicleKilometres

CCC8

Changes in the indicator cannot accuratelybe predicted at this stage but it is hoped that

Targets andtrajectories will be set

Condition ofBridges

CCC9

they can be reported in future. The current

upon consideration of

increase in value is not thought to indicate a

dataset and

general improvement in the condition of

validation at nationaland local levels

bridges in Cornwall but reflects the increasedamount of data input into the database forbridges.National guidance on the inspection ofstructures has now been published and thismay improve the variability in scoring ofcondition. We have carried out jointinspections with Devon County Council witha view to validating the scoring of theinspections.Preliminary values for the condition ofretaining walls have been established andover the period we will consider improvingthe indicator to reflect their specific conditionand that of the structure stock as a whole.

The indicator for the condition of streetlighting is not yet available due to the issuingof new guidance. Targets and trajectorieswill be identified and the indicator will bereported in 2007/08.

Indicator to bedeveloped from theDfT guidance in2007/08

ThePercentageof theLightingColumn

CCC10StockWithin anAuthorityWith aPriority

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IndicatorReference

ScoreGreaterThan Zero

Trajectory on track. No further comment.100% of schools tohave a travel plan by2009/10

SchoolTravelPlans

CCC11

11.5 Pro Forma C - MaintenanceData

ValueBest Value PerformanceIndicator

Indicator

3%BV 223Principal Road Condition

7%BV 224aNon-Principal ClassifiedRoad Condition

15%BV 224bUnclassified Road Condition

22%BV 187Categories 1, 1a and 2Footway Condition

Latest Available Carriageway and Footway Condition Data from 2006/07 BVPI Surveys

No. of bridges requiringmajor maintenance of

>£50,000

No. of bridges requiringstrengthening of >£50,000

Year in which work isrequired

652008/09

752009/10

652010/11

Latest Bridge Data: excludes retaining walls and other highway structures.

Total no. of bridges (>1.5m span) as at31 March 2007975

Number of Bridges: previously, this figure was prepared in the context of the number of bridges requiring assessment,currently 752 and includes those not requiring assessment.

Total number of columns over 40 years old35 out of 46,509

Number of Street Lighting Columns

11.6 Pro Forma D - SchemeOutputs Form F4

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The following table is based on Department for Transport APR F4 reporting and includesthe physical scheme outputs for the years shown. The scheme types are also referred toin Pro Forma C and that includes expenditure against various groups of scheme headings.

2006/072005/06Unit of DataCodeLTP-F4 Scheme Type

Bus priority schemes(excluding signalling)

21numberBL1quality bus corridor /showcase route schemes

2422kmBL2

20numberBL3busways / bus lanes

10kmBL4

00numberBL5high occupancy vehicle(HOV) lanes

00kmBL6

02numberBL7other bus priority schemes

Guided Bus Schemes

00numberBG1new guided bus scheme

00kmBG2

Bus InfrastructureSchemes (excludinginterchanges)

32numberBI1new bus stop

19numberBI2bus stops with travelinformation displays

5822numberBI3improvements to existingbus stops

10numberBI4other bus infrastructurescheme

Light rail (including tramand other rapid transitsystems; excludinginterchanges)

00numberLR1new light rail line (excludingline extensions)

00kmLR2

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00numberLR3light rail line improvements(including track dualling andline extensions)

00kmLR4

00numberLR5additional capacity(vehicles)

00numberLR6other light rail schemes

Public TransportInterchanges

00numberIN1(new)single mode interchanges

21numberIN2(improvement)

00numberIN3(new)public transportinterchanges at airports


00numberIN5(new)multi-modal interchanges


01numberIN7new dynamic informationsystems at interchanges

Park and Ride

01numberPR1new schemespark and ride (bus/roadrelated) :

00numberPR2extensions toexistingschemes

00numberPR3new schemespark and ride (rail-related) :

00numberPR4extensions toexistingschemes

Cycling schemes

52numberCY1cycle tracks

84kmCY2

24numberCY3cycle lanes

11kmCY4

01numberCY5new advanced stop lines

43numberCY6new cycle parking facilities

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36numberCY7other cycling schemes

Walking schemes

1120numberWA1new or improved footways

5392632metresWA2

10numberWA3pedestrianisation

8000metresWA4

00numberWA5new or improvedpedestrian/cycle bridge

517numberWA6other walking schemes

Travel Plans

12numberTP1local highway authority sitetravel plans

00numberTP2shire district travel plans

4635numberTP3school travel plans

40numberTP4further/higher educationestablishment travel plans

12numberTP5hospital travel plans

510numberTP6employer travel plans

Local Safety Schemes

14numberLS1schools implementing first'safe routes' scheme

00numberLS2other sites implementingfirst 'safe routes' scheme

00numberLS3schemes which include newCCTV cameras

1722numberLS4schemes which include newstreet lighting

2336numberLS5other safety schemes

Road crossings

31numberRC1toucan or puffin crossings

01numberRC2other signalled crossings

1699numberRC3other unsignalled crossings

00numberRC4underpass replacement

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Traffic Management andTraffic Calming (excludingCCTV cameras)

00numberTM1Urban Traffic Control(instations)

28numberTM2signalling/signal upgrading(outstations)

3799numberTM3other traffic managementschemes

01numberTM4home zones

00numberTM5quiet lanes

00numberTM6clear zones / low-emissionzones

46numberTM7Urban 20mph zones

33numberTM8Rural 20mph zones

229numberTM9other urban traffic calmingschemes (excluding homezones)

93numberTM10other rural traffic calmingschemes (excluding quietlanes)

Local Road Schemes(excluding trunk roads)

01numberRD1new rural bypasses

01kmRD2

00numberRD3new relief road or urban ringroad

00kmRD4

21numberRD5new or improved accessroads with specificregeneration or socialinclusion benefits

21kmRD6

12numberRD7road dualling and wideningschemes

11kmRD8

31numberRD9road realignment schemes

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1500300metresRD10

243numberRD11new junction or junctionimprovement schemes

191numberRD12other local road schemes

Miscellaneous

30numberOS1other schemes (using LTPIntegrated Transport Blockfunding)

Maintenance schemes

1645numberMM1footway maintenanceschemes

346415862metresMM2

179185numberMM3carriageway maintenancescheme

137143kmMM4

149119numberMM5noise reducing roadsurfaces

10279kmMM6

2124numberMM7strengthening to carry 40tonne vehicular loading

16numberMM8structural maintenance andenhancement of existinghighway structures

01numberMM9other schemes (using LTPcapital maintenancefunding)

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Documents

1 Executive Summary - cornwall.gov.uk · 1 Executive Summary 1.1 1. Introduction 1.2 The Cornwall Local Transport Plan 2006-2011 (LTP2) was published in March ... activities such