Not well, and the town has stopped pretending otherwise. There is no station, and the line that used to run through here now carries cyclists. Three in five drive to work. One in five never leaves the house to do it. Radstock is connected in the sense that roads exist, which is not the sentence most buyers are hoping to read.
There is no railway station in Radstock. Passenger services stopped in 1966, and about 0.1% of working residents commute by train, which is the statistical residue of a few people driving to a platform somewhere else. Buses carry the public-transport load instead, with 55 stops across the area and about 3% of commuters using them.
The commute mix tells the real story. About 61% drive to work and about 21% work from home, and between them those two are the town's actual transport strategy. Around 7% walk and about 1% cycle. About 15% of households run no car at all, while roughly 46% keep two or more, which is what happens when a second car costs less inconvenience than a second timetable.
The Department for Transport's modelled journey times put the nearest town centre at about 11 minutes by car, about 18 by public transport, about 17 by bicycle and about 33 on foot. Those are modelled for the area as a whole rather than measured from any particular front door, so treat them as the shape of things rather than a promise.
The same source, the same caveat, and the numbers get less comfortable as the destination gets more important. A doctor's surgery sits about 8 minutes away by car, about 11 by public transport and about 15 on foot. A food shop is about 7 minutes by car and about 11 walking. Employment centres run about 19 minutes by car and about 29 by public transport. A hospital is about 33 minutes by car and about 71 by public transport, and that last figure is the one to sit with before signing anything. These journey times date from 2019. The distance to a hospital has not changed since, but bus services have been thinned across the country, so the public-transport column deserves more suspicion than the car column.
Current service data pushes back a little. Of the 47 stops with published timetables, the average carries about 139 scheduled departures on a weekday, roughly 9 of them in the peak hour, and about 87% of stops have some weekend service. That is a genuine bus network rather than a gesture, and it is more than plenty of towns this size hold on to.
Broadband is the part of the infrastructure that quietly works. Superfast reaches about 96% of premises, ultrafast about 72% and gigabit about 70%, and no premises fall below the universal service obligation. Mobile coverage reaches every premise from at least one operator and about 99% from all of them. Somebody working from a back bedroom here is better served than somebody trying to reach a hospital by bus, which is a strange sentence about a town and an entirely accurate one.
Road noise is the price of all that driving. Every postcode in the town sits near or above the 65-decibel level at which official noise mapping treats road noise as significant, and the loudest band present reaches 75 decibels. A settlement that grew along a Roman road which later became the main road through the valley was never going to score well on quiet.
For electric vehicles there are 3 public charge points in the area, 6 connectors between them and one rapid unit. Charging here is something to schedule rather than something to do while picking up milk.
Connectivity is the weak spot, and it is weak in the specific way that a car solves and nothing else does. The broadband and the bus frequencies do more than the map suggests, but everything else here quietly assumes a driver, and anyone who cannot be one will find Radstock a good deal smaller than it looks.