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?

People need to work near to home or from home. Private car alternatives need to be much cheaper, more accessible, faster, easier, more pleasant and better in every way. Then people will choose them over their car. If demand in villages is too low for a big bus, then a minibus or car-share instead. Delivery companies need to transfer to cargo bikes within the city. Private schools must stop recruiting students from far away. We could ration everyone with normal mobility to only drive e.g. 2 days per week. That is fairer than congestion-charging. Or charges could be means-tested, so rich people feel the nudge too. Try asking an informed random jury.

The Local Plan has a critical role in promoting a sustainable spatial development strategy that should apply a sequential approach to housing and employment development, starting with development in Cambridge (through densification), at the edge of Cambridge (including further selective releases of Green Belt land) and along transport corridors, in order to: - support the agglomeration of KIknowledge intensive organisations; - benefit from higher levels of land value capture for investment in zero-carbon energy infrastructure, sustainable transport infrastructure, social infrastructure and net gain to natural capital; - reduce the need to travel and to enable travel by sustainable modes (walking, cycling and public transport), helping to improve peoples’ health and wellbeing and to improve economic productivity. The sustainable spatial development strategy should be supported by and coordinated with a transport strategy for Cambridge where highway space is reallocated from private vehicles in favour of walking, cycling and public transport. This would require the removal of public and private car parking in the City Centre.

To encourage a shift towards more sustainable modes of travel these must be fully integrated into the design of new development and available by the time the first residents occupy properties or businesses move in as appropriate to ensure that people adopt sustainable transport choices from day one rather than get into car use habits due to lack of initial alternatives.

challenge and change the 'car is king' rules of road and traffic management. No-where do you ever feel that sustainable transport has the upper hand and it should do, everywhere. Strategic reviews of sustainable transport to/from/within and between new and existing developments should be carried out. Only if this is satisfactory should planning go ahead. Busses, Cyclists and Pedestrians should take priority over car users on all roads - yes radical isn't it! Only if this status quo is challenged will people ever switch. Carrots and sticks - frequent, easily accessible and CHEAP public transport is needed to shift the majority away from cars. proper segregated planned cycle lanes. Pedestrian crossings that work in pedestrians favour, not cars. Normalising busses and sustainable transport for children as they grow up, so this becomes the norm, not the exception. DONT put up car parking charges without increasing public transport options/reducing/subsidising fares DONT plan a new train station then only put one bus an hour to serve it on the busway/ enable the most burgled cycle park to be built on the UK on the concourse. DO make sustainable transport/cycling/walking the more economically, ease of use and time friendly option.

Money spent on improving sustainable transport routes rather than on private car routes. Housing, commercial developments, public amenities to be on sustainable transport routes not giving motor traffic routes priority of access. Always reject proposals that do not give priority to sustainable living

Adopt something like the CBG_Connect light rail scheme, not the ludicrous CAM bus-based metro. Introduce work-place parking levies and congestion charging. Zone an extended core, including the whole historic City Centre as a pedestrians first, car free zone with restricted access hours for delivery vehicles of all kinds e.g.. 2am to 8am. Provide transport hubs to access light rail network with shuttles from villages and estates. Make public transport "nearly free" with low cost ubiquitous tickets/fares based on travel for a time period. Genuine transport hubs at stations - planners should be ashamed of redeveloped Cambridge Station area.

Firstly, this problem needs to be disaggregated into separate communities to identify the most car dependent communities. This can be done by looking at car registrations per household by postcode. It will reveal wide variation across the Greater Cambridge area. It will also reveal particular blackspots such as Cottenham which has a poor (albeit regular) bus service, no cycleways or even pavements to get to Waterbeach (railway station) or Oakington (nearest guided bus). Start with some data. Then, look at the opportunities for more flexibility in the network of public transportation. The lack of creativity in creating last mile linkages to develop a network of options is appalling and forces people to use the most flexible option - the car.

Opportunities for active travel such as walking and cycling should be heavily promoted to reduce the impacts of climate change, promote healthy lifestyles and ensure a good quality of life. New developments should be self-sustaining with a good mix of land uses, with opportunity to access locally places such as schools, leisure facilities, homes, healthcare services and jobs. Evidence identifies that within Trumpington Meadows, as referenced in the Mobility Strategy prepared by Vectos that this is already happening, with 61% of residents cycling to work and 100% of primary school trips made by foot or bike. Therefore, there is a very good foundation to build on this active travel culture at Trumpington South. The location of Trumpington South provides a unique opportunity to shape a community that is able to achieve mobility sustainably. In terms of existing infrastructure, Trumpington South starts from an excellent base, with mobility infrastructure such as the Trumpington Park and Ride, the guided Busway and an extensive network of cycle paths is already in place. Planned transport infrastructure including the Cambridge South Railway Station and the South West Travel Hub will improve the connectivity and sustainable travel credentials of Trumpington South. The key benefit of Trumpington South is its location. Its proximity to local schools and employment centres ensures that active travel patterns through walking and cycling are viable options. It will also help reduce in commuting into the city. The Councils have identified this as a key issue to resolve with new employment expected to increase in the future, particularly within Southern Cambridge. The opportunity to live closer to your place of work has immediate benefits in terms of addressing issues associated with peak hour commuter trips. For those trips that are more distant, locating development within easy access of transport corridors, such as existing cycleways, the busway and future CAM network, will minimise car use. The Masterplan for the site will incorporate an approach that embraces local living and active and shared mobility, with car free zones. The principles start with low car parking provision and centralised parking locations, with electric charging points. This approach places less priority on the car and frees up opportunity to create environments that encourage walking and cycling, making these the most obvious and convenient choice of travel. The provision of active travel corridors through the development with priority over vehicles can be provided making vehicle movements a secondary consideration. This allows for greater green infrastructure and safer neighbourhoods. Furthermore, in the event that car use drops, the space will be flexible to provide opportunities for other uses. Mobility Hubs are one of the best ways of providing and managing services, acting as a multi-modal interchange, including connecting with public transport for seamless journey planning. The Mobility Strategy provides further information on the proposed Trumpington South hub proposed, but it is envisaged it could also offer travel information, co-working space, café, bike repair, lockers and other facilities to act as a community hub and offering a financing model which is sustainable. The proposed mobility strategy promoted for Trumpington South addresses all four of the Local Plan themes in terms of managing climate change, providing opportunities to increase biodiversity, promotes health and wellbeing and supports quality places.

Any proposal should have a "carbon audit" setting out its carbon footprint - for example if an existing cycle path is significantly widened or if a natural footpath is replaced by tarmac this will have a carbon impact that may end up in net generation of CO2 if the expected replacement of car use by cycling or walking doesn't happen.

Build car-free homes with convenient access to public transport and excellent walking & cycling routes. Cycling must be safe/easy/sustainable for all, which requires: - routes segregated from vehicles - a cycle shop/maintenance hub designed into each major development - plenty of cycle parking at key destinations - cycle parking must be secure e.g. overlooked by CCTV which is actually monitored, to dissuade thieves. Use Camcycle’s "Making Space for Cycling" guide. Perhaps as an interim measure, provide a small number of car-share spaces to serve car-free homes. We could cut the space allocated to parked cars by maybe 90% of current new-build practice and still offer residents use of a (shared) car most of the time. Later, as the culture and quality of public transport improves, these car-share spaces could be freed up for other shared uses. Work with the relevant authorities to join up public transport e.g. offer bus+train tickets including discounted period tickets for regular travellers. Run buses on the southern section of the busway on Sundays and later in the evenings - it is crazy to not use this expensive infrastructure.

• Schemes to increase car traffic in the region must be scrapped. The Local Plan should oppose road expansion projects like the Oxford-Cambridge Expressway or the dualling of any road. Any new railway lines or stations must provide excellent cycling links. The Local Plan should support the construction of safe cycling and walking routes as highlighted by the LCWIP process. • Developments must be planned from the very beginning with the safe, convenient and high-quality walking and cycling networks • All buildings, parks and public spaces must be fully integrated with the cycling network. • Cycle routes in the built-up area should always be accompanied by a separate and dedicated footway alongside them. • Cycle routes must be free of dangerous obstructions and always be planned with smooth curves and full consideration of forward visibility and visibility at every junction or crossing point. • The cycling network and connections to the wider area, and any public transport, must be delivered and open before buildings are occupied in order to ensure new occupants get the most sustainable start possible. • Cycle routes must be given priority both in planning terms and on the ground where they cross roads. • Cycle routes must be ubiquitous, continuous, high-quality, safe, convenient, legible and fully accessible to people of all abilities. • Schools must be fully accessible to people on foot or bike and not be located on through-roads. Access to schools by car should be very limited apart from serving the needs of people with disabilities who might need to drive there. • New housing and development sites must only be located in places where car traffic can be kept to the absolute minimum. New sites should be rejected if the Transport Assessment cannot realistically propose to keep car traffic generation to the absolute minimum. • Highway junctions onto development sites must be kept small, being no larger than absolutely necessary for basic access, in line with the pledge to minimise car traffic generation. Should the county council or Combined Authority attempt to propose excessively large junctions then the planning authority must challenge them and refuse to accept designs that induce additional car traffic. • Buildings must meet an improved standard for cycle parking, with increased quantity and a higher quality of design, including space for inclusive cycle parking that supports cargo cycles, adapted cycles, tricycles, e-bikes and other types of cycles. • Train stations and major bus stops must have secure, convenient and high-quality cycle parking facilities. Camcycle should be consulted about the standards required for these facilities. • Cycling logistics depots should be supported at the edge of built-up areas and provide opportunities for longer-distance shipping to transload cargo onto more appropriate cargo cycles for local delivery. • The planning committee and officers must be prepared to reject development proposals that do not sharply reduce car traffic in favour of walking, cycling or public transport.

NPPF Paragraph 103 sets out that development should be focused on locations which are or can be made sustainable and where they offer a genuine choice of transport modes. Linton is already supported by a good bus service and is located on the route of the A1307/ South East Transport / Cambridge to Haverhill improvements project, as well as being part of the Greenways initiative. New development in Linton provides an opportunity to support these projects and make best use of the choice of transport modes available. The site south of Horseheath Road is a short cycle/ walk from the village centre, meaning that new residents will not be reliant on their car for short commutes and have a range of sustainable transport options for longer journeys as well.

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. 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.

Public transport that is easy to use, reliable, comfortable, with minimum dwell time and subsidised that goes to and from the places that people actually want to get to, with easy interchange to others modes of transport. Improved and SEGREGATED infrastructure for walking and cycling (NOT shared use).

Build high-quality safe and convenient cycling infrastructure with a dense network. Make cycling the most obvious choice. Driving should actually be made more difficult. Not one person should be allowed to move into a new home or work in a new office until the cycling infrastructure is completed and connected. Please listen to Camcycle: • Schemes to increase car traffic in the region must be scrapped. The Local Plan should oppose road expansion projects like the Oxford-Cambridge Expressway or the dualling of any road. Any new railway lines or stations must provide excellent cycling links. The Local Plan should support the construction of safe cycling and walking routes as highlighted by the LCWIP process. • Developments must be planned from the very beginning with the safe, convenient and high-quality walking and cycling networks • All buildings, parks and public spaces must be fully integrated with the cycling network. • Cycle routes in the built-up area should always be accompanied by a separate and dedicated footway alongside them. • Cycle routes must be free of dangerous obstructions and always be planned with smooth curves and full consideration of forward visibility and visibility at every junction or crossing point. • The cycling network and connections to the wider area, and any public transport, must be delivered and open before buildings are occupied in order to ensure new occupants get the most sustainable start possible. • Cycle routes must be given priority both in planning terms and on the ground where they cross roads. • Cycle routes must be ubiquitous, continuous, high-quality, safe, convenient, legible and fully accessible to people of all abilities. • Schools must be fully accessible to people on foot or bike and not be located on through-roads. Access to schools by car should be very limited apart from serving the needs of people with disabilities who might need to drive there. • New housing and development sites must only be located in places where car traffic can be kept to the absolute minimum. New sites should be rejected if the Transport Assessment cannot realistically propose to keep car traffic generation to the absolute minimum. • Highway junctions onto development sites must be kept small, being no larger than absolutely necessary for basic access, in line with the pledge to minimise car traffic generation. Should the county council or Combined Authority attempt to propose excessively large junctions then the planning authority must challenge them and refuse to accept designs that induce additional car traffic. • Buildings must meet an improved standard for cycle parking, with increased quantity and a higher quality of design, including space for inclusive cycle parking that supports cargo cycles, adapted cycles, tricycles, e-bikes and other types of cycles. • Train stations and major bus stops must have secure, convenient and high-quality cycle parking facilities. Camcycle should be consulted about the standards required for these facilities. • Cycling logistics depots should be supported at the edge of built-up areas and provide opportunities for longer-distance shipping to transload cargo onto more appropriate cargo cycles for local delivery. • The planning committee and officers must be prepared to reject development proposals that do not sharply reduce car traffic in favour of walking, cycling or public transport.

We must ensure that developments are required not just to say they are accessible by public transport etc but actively link in with it, providing joined up routes across the city. We must be bold about calling for car free developments, not just trying to discourage people from using them. We must make cycle parking a priority, providing good, easy to use racks that unusual or adapted bikes can be locked to.

Better / more bus and cycles lanes. As electric bikes become more available more cycle lanes will be an effective investment. Electric bike sharing facilities.

There is no doubt that a new Local Plan must have at its heart a series of clear and realistic objectives which seek to achieve net zero carbon together with mitigation and adaptation measures required through developments. A critical part of such a challenge is to influence the way people move around within the plan area whether this be to and from work or study, or to and from retail, leisure and tourism centres. The measures that seek to meet such an objective are likely to be a combination of a “carrot and stick” approach that aim to encourage the shift away from car use and towards more sustainable modes of transport. Within the Greater Cambridge area we have seen a number of important policy initiatives to encourage people out of cars and onto more sustainable modes of transport which in turn changes the patterns of movement. Whilst the process continues to be slow, the proposed measures being put forward by bodies such the Greater Cambridge Partnership and the Mayor to date, suggest significant investment in infrastructure matters to encourage new corridors of sustainable transport which aim to improve the balance between those using the private motor vehicle and other more sustainable modes of transport. The Cambridge Colleges have a significant interest in improvements in both accessibility and affordability. Many College employees have been priced out of the City Centre due to inadequate construction of affordable homes and now live in locations where the only realistic mode of travel into the City and to their place of work is by private motor car. Whilst the new bus-only routes, cycle greenways, the Cam Metro and other significant infrastructure projects are helpful and important, the key test will not only be their delivery within the plan period but also the day to day affordability of those projects. Viable alternative modes of transport must be made available which provide a convincing and affordable alternative to the private car.

http://www.makingspaceforcycling.org/ in summary. If we create spaces and places that are attractive for walking and cycling, then more people will feel happier about using them. Parents will be happier to let their children to cycle on these facilities. Active travel is encouraged, residents are healthier.

To enable more people to commute to Cambridge by train from elsewhere Cambridge Railway Station needs a new Eastern entrance to cope with a further increase in the number of people. The local plan should ensure that an Eastern entrance can be built with access from Clifton Road and no development is allowed which would stop this happening.

All new or expanded developments must take place only where it can be served by existing and proposed railway lines, existing or proposed stations, or light rail lines.

• Public transport should not be implemented at the expense of cycling routes. • Schemes to increase car traffic in the region must be scrapped. The Local Plan should oppose road expansion projects like the Oxford-Cambridge Expressway or the dualling of any road. Any new railway lines or stations must provide excellent cycling links. The Local Plan should support the construction of safe cycling and walking routes as highlighted by the LCWIP process. • Cycle routes must be given priority both in planning terms and on the ground where they cross roads. • Cycle routes must be ubiquitous, continuous, high-quality, safe, convenient, legible and fully accessible to people of all abilities.

Car usage should not be vilified. There are many, possibly a majority, of households that depend for viability on the use of a battered diesel-engined car to get themselves to work, children to school etc. The solution for most will be affordable Electric Cars as public transport is unlikely ever to be able to service 100 scattered villages around Cambridge when places of education, entertainment or work are at a distances. Walkable neighbourhoods are a luxury and will remain so for a very long time outside a few city locations.

All new or expanded developments must take place only where it can be served by existing and proposed railway lines, existing or proposed stations, or light rail lines. See also the response to Q36.

Buses must run on a not for profit basis, based on community need. This needs to revert to a publicly owned or subsidised service. We will never have a good transport infrastructure based purely on profit.

For most of the rural area, public transport will remain dependent on conventional buses, even if these are powered by electricity. The main need is to provide faster and more frequent services and also a major overhall of the Stagecoach fare structure. The current zones between Dayrider (£4.50) and Dayrider Plus (£7.00) can result in a 55% increase in fare between neighbouring villages eg Sawston & Stapleford, Cambourne & Hardwick, Cottenham & Histon. This is a major disincentive to bus use. From these outer villages the car is cheaper and more convenient. Better waiting facilities are needed. eg covered shelters and real time bus information at each stop. Public transport needs to be made faster, more frequent, more reliable and cheaper for villages outside the Dayrider zone.

Need more places to securely lock bicycles. More thought to traffic light sequencing so that walkers and cyclists have time to cross safely/separately.

• Schemes to increase car traffic in the region must be scrapped. The Local Plan should oppose road expansion projects like the Oxford-Cambridge Expressway or the dualling of any road. Any new railway lines or stations must provide excellent cycling links. The Local Plan should support the construction of safe cycling and walking routes as highlighted by the LCWIP process. • Developments must be planned from the very beginning with the safe, convenient and high-quality walking and cycling networks • All buildings, parks and public spaces must be fully integrated with the cycling network. • Cycle routes in the built-up area should always be accompanied by a separate and dedicated footway alongside them. • Cycle routes must be free of dangerous obstructions and always be planned with smooth curves and full consideration of forward visibility and visibility at every junction or crossing point. • The cycling network and connections to the wider area, and any public transport, must be delivered and open before buildings are occupied in order to ensure new occupants get the most sustainable start possible. • Cycle routes must be given priority both in planning terms and on the ground where they cross roads. • Cycle routes must be ubiquitous, continuous, high-quality, safe, convenient, legible and fully accessible to people of all abilities. • Schools must be fully accessible to people on foot or bike and not be located on through-roads. Access to schools by car should be very limited apart from serving the needs of people with disabilities who might need to drive there. • New housing and development sites must only be located in places where car traffic can be kept to the absolute minimum. New sites should be rejected if the Transport Assessment cannot realistically propose to keep car traffic generation to the absolute minimum. • Highway junctions onto development sites must be kept small, being no larger than absolutely necessary for basic access, in line with the pledge to minimise car traffic generation. Should the county council or Combined Authority attempt to propose excessively large junctions then the planning authority must challenge them and refuse to accept designs that induce additional car traffic. • Buildings must meet an improved standard for cycle parking, with increased quantity and a higher quality of design, including space for inclusive cycle parking that supports cargo cycles, adapted cycles, tricycles, e-bikes and other types of cycles. • Train stations and major bus stops must have secure, convenient and high-quality cycle parking facilities. Camcycle should be consulted about the standards required for these facilities. • Cycling logistics depots should be supported at the edge of built-up areas and provide opportunities for longer-distance shipping to transload cargo onto more appropriate cargo cycles for local delivery. • The planning committee and officers must be prepared to reject development proposals that do not sharply reduce car traffic in favour of walking, cycling or public transport. • Joined up transport options – allow bicycles to be taken on buses and trains and also make public transport services more inter-connected.

See 36

Provision of safe cycle paths is essential. Affordable and reliable public transport is also essential. The current public transport available is not this in my opinion.