GCP ALIGNMENT WITH MAYORAL INTERIM TRANSPORT STATEMENT
The Greater Cambridge Partnership believes that its schemes and strategic direction closely align with the priorities described in the Cambridgeshire and Peterborough Combined Authority Mayoral Interim Transport Statement:
- (a) Transforming public transport
- (b) Designing integrated walking and cycling solutions
- (c) Creating and upgrading our major road network
- (d) Expanding transport access
- (e) Creating effective travel choice
- (f) Ensuring reliability of our network
- (g) Improving safety
- (h) Creating a network fit for the future
Moreover, and with specific reference to the Cambridge Autonomous Metro proposal, GCP schemes have been designed in a way that does align with the vision as set out in para 2.10 of the statement:
- “Underpinning these primary goals and targets is the ambition to challenge traditional approaches to how we design our transport solutions. The Combined Authority is committed to delivering a world-class public transport system that integrates metro, rail, bus and mobility services with walking and cycling facilities that supports more active travel choices. The aim must be create a sustainable transport system that is so good and appealing that public transport, walking and cycle become the preferential travel choice over the car”.
The GCP has an extensive body of evidence and we have sought to summarise the information as much as possible. We have focussed on the issue of park & ride given the agreement in the officer workshops that the other elements of the schemes are otherwise aligned, as per the Combined Authority note of the meeting:
“On the basis of the points above, it was agreed that the current schemes being brought forward are designed in a way that is compatible with the MITS and the CAM specifically:
- The transport corridors are of sufficient capacity to accommodate a CAM
- The transport corridors could be extended in the future as the CAM network is implemented
- The transport corridors are segregated
Given the unanimity around the alignment of the A10 Waterbeach to Cambridge High Quality Public Transport corridor, and that work on the Newmarket Road corridor will not begin in earnest till later this year, we have focussed the following information on three schemes:
- Cambourne to Cambridge High Quality Public Transport corridor
- A1307 South East Cambridge High Quality Public Transport corridor
- Park & Ride at Junction 11 of the M11 (Cambridge South West)
The strategic case for all three schemes is well established. The planning context is clearly outlined in the current Local Plan below:
The transport context is clearly outlined in the current Combined Authority Local Transport Plan outlined below;
There is publicly available material that sets out extensive information on all the schemes in question. This can be found on each of the individual project webpages. In addition, outlined below is detailed and specific information relating to all three identified schemes.
A1307 CAMBRIDGE SOUTH EAST CORRIDOR
The A1307 Haverhill to Cambridge corridor is one of the key radial routes into Cambridge.
This route suffers considerably from congestion during peak times, particularly at the Cambridge end, at the junction with the A11 and around Linton, the largest settlement on the corridor.
There are also some large employment sites in this corridor including the Babraham Research Campus (BRC), Granta Park, and Cambridge Biomedical Campus (CBC). The A1307 east of the A11 also has a poor accident record, particularly on the stretch around Linton and eastwards towards Horseheath. The need for short term intervention is supported by existing employee postcode data and the planned developments over the coming period.
The draft business case for the scheme clearly supports the project. The scheme consultants have also been commissioned to review the role of park & ride in Cambridge South East scheme. The report, below in the Download section, concludes that
- “Park and Ride is an integral part of the Cambridge South East Transport Study strategy. It is essential to support the viability of the network by intercepting trips on the outskirts of Cambridge from the surrounding rural area. Cambridge has long been recognised for the success of its Park and Ride sites and the removal of Park and Ride from the proposals is likely to reduce patronage, revenues and benefits so would be detrimental to the operational viability of the system and would significantly reduce the BCR.”
Further scheme information can be found on the CSET scheme project pages.
A428 CAMBOURNE TO CAMBRIDGE
The A428 Cambourne to Cambridge is another of the key radial routes into Cambridge. It suffers significantly from congestion during peak times, particularly at the Cambridge end. Between 2011 and 2031 there are a planned additional 15,500 new homes and 20,000 new jobs in development locations to the west and south of Cambridge, at Cambridge Biomedical Campus, Cambridge Northern Fringe, Cambridge North West, Cambridge Southern Fringe, West Cambridge, Cambourne and Bourn. A significant proportion of new residents and new employees will need to travel between Cambourne and Cambridge.
A summary of the business case, below, clearly demonstrates the benefits of scheme including significant levels of P&R usage: https://citydeal-live.storage.googleapis.com/upload/www.greatercambridge.org.uk/transport/transport-projects/EOS.pdf
Appendices and more information are available on the Cambourne to Cambridge background page.
The scheme consultants were commissioned to review the role of park & ride along the corridor. The report, in the Downloads section below, makes clear the role park & ride plays in intercepting trips outside of the congested areas. In addition, working with local businesses the GCP has existing employee postcode data along the corridor which confirms the need for local parking to access high quality public transport provision, at least in the short term. Further scheme information can be found on the scheme project pages.
PARK AND RIDE - JUNCTION 11
The link below outlines the strategic case for increased Park & Ride capacity along the A10-Trumpington Road corridor at Junction 11 of the M11. The case for intervention has the broad support of the Greater Cambridge business community and is reflected by the fact the current Trumpington P&R is operating at capacity.
The technical work outlined in the report clearly articulates the pressure the existing network is under in the vicinity of Junction 11 and that, even with the lowest growth projections, the situation gets markedly worse in the short term. Park & Ride is the only realistic option to enhance capacity in the area in such timescales and is strongly supported by the businesses on the Biomedical Campus.
HIGH QUALITY PUBLIC TRANSPORT - TECHNOLOGY
In addition to the specifics of the Cambridge South East and Cambourne to Cambridge schemes, work has continued on the wider technology review to take advantage of recent developments. The proposed high quality public transport corridors will not be based on the existing busway technology, but will utilise more advanced guidance systems and be capable of transitioning to autonomy. The attached Technological Guidance paper and draft amendment to relevant Statutory Instrument are currently being discussed with Department for Transport. This technological approach has been designed to align with the CAM Metro concept, see below.
The GCP have also been developing the Smart Cambridge concept which supports delivery of the Cambourne to Cambridge, Cambridge South East and other corridor schemes. The Smart Cambridge programme commissioned a study related to autonomous vehicles on the southern section of the guided busway to serve the bio-medical campus, and the report can be found at: http://www.connectingcambridgeshire.co.uk/smartcamb/resources/
The next stage of the project combines a programme of industrial research with delivery of a proof of concept live pilot of a Level 5 autonomous public transport system working in a free-market, fare-paying environment. The system is a direct progression of the small driverless shuttles which are currently being developed and proved within the UKAutodrive programme in Milton Keynes. Within the Cambridge context, a larger vehicle is required and this project will therefore deliver, amongst other things, a re-engineered, larger version of the UKAutodrive pod with a capability to transport up to 12 - 15 passengers at a time. Six vehicles will be built to deliver the pilot service.
The focus of attention in this project will be connecting the Trumpington Park and Ride site with Cambridge Central Railway Station via the bio-medical campus. This campus is attracting new, world-class businesses to the sites (e.g. AstraZeneca, Glaxo-SmithKline, etc.) and the need to provide attractive, convenient, efficient access for members of staff, visitors, and patients will be an important requirement for ensuring that the world-class workforce essential for these businesses can be attracted and retained.
This work stream is supporting the development of the technology for the GCP high quality public transport corridors and particularly the transition to autonomous vehicles.
CAM METRO & ALIGNMENT
The position on the CAM Metro was approved by the Combined Authority at its Board Meeting in October 2018. The committee report clearly articulates the ambition and key features on the Metro;
The Greater Cambridge Mass Transit Options Assessment Report provides the technical background to the CAM proposals:
The CAM Expert Advice: A428 Report, from the Cambridgeshire and Peterborough Combined Authority Board meeting on 31 October 2018 made it clear that the schemes were aligned.
This position is exemplified further by a short note on Transport Scheme Alignment provided to the CA by its consultants. The note recognises the opportunity to transition existing schemes to CAM which will save significant time in delivery. The nature of the CAM proposal means that it would be delivered in phases. SDG’s Options appraisal recognises this, and that a key benefit of CAM, over other options considered, is that it has the potential to deliver benefits earlier due to work already underway on the Cambourne to Cambridge and the Cambridge South East corridor.
Further draft reports, commissioned by the Combined Authority, to undertake a high-level review of the public transport corridor schemes being developed by the Greater Cambridge Partnership consider whether, and the degree to which, such proposals align with the CAM Metro concept. The draft report clearly outlines alignment should the GCP continue with segregated, high quality public transport corridors.
Finally, consultants were also commissioned by the Combined Authority to undertake a high-level review of Park & Ride and the alignment with the CAM Metro concept. The draft report outlines that P&R and CAM have “mutually supportive and complimentary roles” and that “P&R would enhance the overall financial and economic case for CAM, and hence increase its prospects of successful delivery.
As the evidence demonstrates, on a scheme by scheme basis, GCP schemes align with the MIST’s guiding principles/primary goals and targets. The case demonstrating alignment is compelling, made by a number of parties, and includes the need for Park & Ride facilities, at least in the short term. The existing GCP high quality public transport corridor schemes support the phased delivery of the CAM Metro, ensuring early delivery of the project.