Question 37. How should we encourage a shift away from car use and towards more sustainable modes of transport such as public transport, cycling and walking?

Newmarket Road, Coldham's Lane and Barnwell Road are major thoroughfares from east central to south cambridge, but cycling provision is patchy. - Refresh and ideally segregate cycling on Newmarket Road between city centre and railway bridge - Ditto after railway bridge to Barnwell road. Road markings are unclear and positively dangerous in some places - Barnwell road segregation is good, but showing its age. Surface should be refreshed to eliminate potholes and dips - Barnwell road crossings are hostile to pedestrians and cyclists - introduce zebra crossing or lights to improve safety - Put in place bicycle-friendly routes across Coldham's common. there are currently informal paths between the common and through to Barnwell road, but they are not accessible to bicycles and indeed the final step goes through seemingly a private field to the north east of the Sainbury's roundabout. The margin of this field should be made walker/cyclist friendly, and the field is an ideal purchase to expand and improve Coldham's Common (though you'll probably end up putting a petrol station on it!)

Remove excessive car parking facilities that exist at the expense of other forms of transport. Coldham's Lane is a classic example. Houses on the 'lane' have parking on their frontages, plus extra parking along the road itself. This forces drivers and cyclists to share the main carriageway. Cars exiting driveways cannot see cyclists, and cyclists live in fear of car doors opening from the secondary parking, and cars emerging from driveways. Over the long term, it is sensible to have fewer driveways opening directly onto the road (flip the housing round). In the short term, redevelop the main artery by removing excessive parking (sometimes on both sides of the road at once), put in segregated cycling and driving lanes. More broadly, look to Danish and Dutch solutions where roads are designed for cyclists and pedestrians first, especially away from main arteries.

Make the P&R buses free - or very, very cheap.

Pedestrianised city centre and more ev infrastructure. Also free park and ride, and congestion charging zone for wider Cambridge city area, to discourage cars driving in and make the alternative (park and ride) free.

It is possibly beyond the scope of the Local Plan but Greater Cambridge needs a considerably enhanced approach to public transport and a strategic network of pedestrian/cyclist routes linking key settlements with employment locations and Cambridge itself.

It is somewhat beyond the scope of a local plan, but Greater Cambridge needs a considerably enhanced approach to public transport and a strategic network of pedestrian/cyclist routes linking villages with nearby employment locations and railway stations and Cambridge itself. Furthermore, villages within walking and cycling distance from large employment – e.g. Ickelton to the Wellcome Genome Campus (less than 1.5km from the village) and numerpus employment at Duxford (1.8km) should be prioritised in terms of housing allocations.

A VLR (very light rail, as being built in Coventry) metro should be a priority. Trams are better than buses at attracting people out of their cars, and VLR will be cheaper than conventional "light" rail. Rail has lower rolling resistance than rubber tyres, and rubber tyres cause particulate pollution. What you should not do is close the current Waterbeach station and upgrade the A10. This will encourage those who currently walk to the station to go by car.

By co-locating all of accommodation, amenity, education, and employment in all new development. By mandating first class cycling and walking provision in all new development, open and ready to use before first occupation. By finding ways to make appropriate levels of public transport available at all times - for instance by developing demand-driven scheduling.

Focussing growth in locations close to railway stations with frequent services to main towns/cities needs to be the starting point.

The decline in bus services in rural areas has caused the exact opposite. Connecting rural villages with safe walking and cycling routes is beneficial for local facilities, bus services and for recreation.

Increase bus provision, make buses electric, and massively reduce prices! Buses are one of the most efficient ways to move people around but in Cambridge are so expensive and you normally have to take at least 2 to get where you are going. Build more proper cycle paths - prioritise cyclists and walkers over cars everywhere

It is beyond the scope of a Local Plan, but Greater Cambridge needs an enhanced approach to public transport and a strategic network of pedestrian/cycle routes linking key settlements with employment locations and Cambridge itself.

It is beyond the scope of a Local Plan, but Greater Cambridge needs an enhanced approach to public transport and a strategic network of pedestrian/cycle routes linking key settlements with employment locations and Cambridge itself.

In order to encourage a modal shift away from the private car to more sustainable modes of transport, development needs to be located in close proximity of employment, services and facilities with good pedestrian links, such as that linking the land off Comberton Road, Toft to both Comberton and Toft.

In order to encourage a modal shift away from the private car to more sustainable modes of transport, development need to be located in close proximity of employment, services and facilities. Dedicated, lit, footway and cycleways away from traffic must be included in all developments so the population can, as far as is practicable, travel from home to work without the need to cycle or walk on the roads. Good connections to public transport and investment in the number, quality and frequency of services be that bus, train or another alternative should be sought at local, regional and national level to help support the local economy in a sustainable manner

Introduce a work place parking levy followed by congestion charging for central cambridge. Oppose the east-west expressway. Support east-west rail. Build high-quality dutch-style segregated cycling routes to enable a massive shift to cycling from motor vehicle usage. The goal should be a minimum of 50% of journeys to be done by walking and cycling - similar to Copenhagen and Paris' goals.

It is beyond the scope of a Local Plan, but Greater Cambridge needs an enhanced approach to public transport and a strategic network of pedestrian/cycle routes linking key settlements with employment locations and Cambridge itself.

It is beyond the scope of a Local Plan, but Greater Cambridge needs an enhanced approach to public transport and a strategic network of pedestrian/cycle routes linking key settlements with employment locations and Cambridge itself.

Residential development should be focused on villages which are well-served by public transport, particularly cycle links and which are located close to existing employment opportunities.

It is beyond the scope of a Local Plan, but Greater Cambridge needs an enhanced approach to public transport and a strategic network of pedestrian/cycle routes linking key settlements with employment locations and Cambridge itself.

one ticket to allow you to travel on all modes of transport.

It is possibly beyond the scope of the Local Plan but Greater Cambridge needs a considerably enhanced approach to public transport, including increases in capacity and reductions in fares to encourage use, and a strategic network of public transport, pedestrian and cycle routes linking key settlements with employment locations and Cambridge itself.

It is possibly beyond the scope of the Local Plan but Greater Cambridge needs a considerably enhanced approach to public transport, including increases in capacity and reductions in fares to encourage use, and a strategic network of public transport, pedestrian and cycle routes linking key settlements with employment locations and Cambridge itself.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. The site at land off Limekiln Road in Cambridge is in a sustainable location for development in transport terms. It is accessible to Addenbrookes Hospital, Cambridge Biomedical Campus, Peterhouse Technology Park and to Cambridge. There are primary and secondary schools in the local area and elsewhere in Cambridge. Cherry Hinton contains a range of services and facilities, including convenience stores, health facilities including doctor’s surgeries and dentists, public houses and restaurants. Queen Edith's Way and Cherry Hinton Road are on bus routes. There is a dedicated cycle path on Cherry Hinton Road. The Greater Cambridge Partnership’s proposed Fulbourn Greenway project, which includes new dedicated walking and cycling routes and improvements, passes through Cherry Hinton. For all these reasons it is requested that the land off Limekiln Road in Cambridge should be allocated in the emerging GCLP. In addition, it is noted that Paragraph 138 of the NPPF suggests that sites which are accessible by public transport should be one of the preferred locations to be released from the Green Belt, where it is has been assessed that a release is necessary; the promoted development would meet this requirement.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. Stapleford (and Great Shelford) are defined as a Rural Centre in the settlement hierarchy. The villages contain a variety of convenience stores, a post office, banks, library, primary schools, health services including doctors and dentist, village halls, public houses and restaurants, garages, and numerous employment sites and other local businesses. There is a railway station at Great Shelford. Haverhill Road and Hinton Road are on bus routes. The Greater Cambridge Partnership is promoting a new public transport route between Haverhill and Cambridge, and it is proposed that there would be stops at or in close proximity to the eastern boundary of the sites promoted by Axis Land Partnerships. Therefore, the promoted sites at land east of Hinton Way and land west of Haverhill Road would be accessible to the services and facilities in Stapleford and Great Shelford by a range of modes of transport. For all these reasons it is requested that the promoted developments should be allocated in the emerging GCLP. In addition, it is noted that Paragraph 138 of the NPPF suggests that sites which are accessible by public transport should be one of the preferred locations to be released from the Green Belt, where it is has been assessed that a release is necessary; the promoted developments would meet this requirement.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. The promoted site at land at Bury Farm in Meldreth is accessible by walking, cycling and public transport to the services and facilities within the village. Meldreth has a railway station, which provides frequent services to Cambridge and London. The Greater Cambridge Partnership has identified a potential rural travel hub at the railway station, which would provide additional cycle parking facilities. The site is well-related to the railway station. Therefore, the promoted site is sustainable in transport terms, and for this reason it should be allocated in the emerging GCLP.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. Fulbourn is defined as a Rural Centre in the settlement hierarchy. Fulbourn contains a good range of services and facilities, reflecting its Rural Centre status. It has a primary school, doctor’s surgery, pharmacy, library, post office, supermarket and other small convenience stores, village hall, and outdoor recreation and play facilities. There are regular bus services to Cambridge, Haverhill and Newmarket from Fulbourn, and there is a cycle route between Fulbourn and Cambridge and a greenway is proposed by Greater Cambridge Partnership between these locations. For all these reasons it is requested that the promoted site at land off Home End in Fulbourn should be allocated in the emerging GCLP. In addition, it is noted that Paragraph 138 of the NPPF suggests that sites which are accessible by public transport should be one of the preferred locations to be released from the Green Belt, where it is has been assessed that a release is necessary; the promoted development would meet this requirement.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. Fulbourn is defined as a Rural Centre in the settlement hierarchy. Fulbourn contains a good range of services and facilities, reflecting its Rural Centre status. It has a primary school, doctor’s surgery, pharmacy, library, post office, supermarket and other small convenience stores, village hall, and outdoor recreation and play facilities. There are regular bus services to Cambridge, Haverhill and Newmarket from Fulbourn, and there is a cycle route between Fulbourn and Cambridge and a greenway is proposed by Greater Cambridge Partnership between these locations. For all these reasons it is requested that the promoted site at land off Balsham Road in Fulbourn should be allocated in the emerging GCLP. In addition, it is noted that Paragraph 138 of the NPPF suggests that sites which are accessible by public transport should be one of the preferred locations to be released from the Green Belt, where it is has been assessed that a release is necessary; the promoted development would meet this requirement.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. Great Shelford (and Stapleford) is defined as a Rural Centre in the settlement hierarchy. It contains a variety of convenience stores, a post office, library, primary schools, health services including doctors and dentist, banks, public houses and restaurants. There are additional services and facilities located in Trumpington, which is in close proximity of the site at land off Cabbage Moor in Great Shelford. Great Shelford contains a railway station, Shelford Road is on a bus and cycle route, Trumpington Park & Ride and the Cambridge Guided Bus are within close proximity of the site, and therefore the site is accessible by a range of modes of transport. For all these reasons it is requested that the land off Cabbage Moor in Great Shelford should be allocated in the emerging GCLP. In addition, it is noted that Paragraph 138 of the NPPF suggests that sites which are accessible by public transport should be one of the preferred locations to be released from the Green Belt, where it is has been assessed that a release is necessary; the promoted development would meet this requirement.

The NPPF sets out a series of objectives for promoting sustainable transport. This includes that opportunities for existing or proposed transport infrastructure and changing transport technology and usage are realised – for example in relation to the scale, location or density of development that can be accommodated (paragraph 102). This is reinforced in paragraph 103, which states in part that:- ‘The planning system should actively manage patterns of growth in support of these objectives. Significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes…’ Crow Green at the junction of the A1198 / A428 is just such a location. The site is in close proximity to planned new transport infrastructure to be delivered in the short term, i.e. the Cambourne to Cambridge (C2C) Better Public Transport project being delivered as part of the Cambridge City Deal by the Greater Cambridge Partnership. It will provide a high-quality public transport connection between Cambourne and Cambridge City, with journey times of 30 minutes compared to 53 minutes for existing bus services, and a frequency of 10 minutes. In the medium to longer term, the site will benefit from its proximity to East-West Rail, the preferred route of which would go via a new station serving Cambourne about a mile south of the site. This would provide a direct rail connection into Cambridge station, along with the proposed Cambridge South station at the Cambridge Biomedical Campus. To the west, East-West Rail will connect Cambourne with St Neots, Bedford, Milton Keynes and Oxford. C2C and East-West Rail will provide a step-change in the public transport accessibility of the site. Instrumental in delivering this public transport accessibility will be providing appropriate ‘last-mile’ connections between the site and these new public transport services and infrastructure, be this new high-quality walking and cycling infrastructure or new and extended bus services. Longer term plans for C2C include its extension through West Cambourne to St Neots, and this could mean the service routing through the site. This will deliver excellent opportunities for workers of the development to be able to access the site by a combination of walking, cycling and public transport, and therefore limit the number of car trips generated by the development. Likewise, an important aspect of reducing the need to travel by car is that the development would provide a key source of employment opportunities for nearby residential areas, including Cambourne, Papworth Everard and the proposed new developments at West Cambourne and Bourn Airfield. This will reduce the need for residents of these settlements to travel to employment locations further afield, for example in Cambridge, and in doing so reduce the impact on existing transport infrastructure. The planned A428 Caxton Gibbet – Black Cat improvements will improve the strategic accessibility of the site, and mean that there will be appropriate access for large goods vehicles from the strategic road network such as the A1 and A14.