Grange Farm
High Level Strategic Access Strategy
St John's College
September 2013
QM
Issue/revision
Issue 1
Revision 1
Revision 2
Revision 3
Remarks
Draft Report
Revised Draft
Final Draft
Revised Final
Draft
Date
April 2012
May 2012
June 2012
Sept 2013
Prepared by
N Poulton
N Poulton
N Poulton
N Poulton
A Hames
A Hames
A Hames
A Hames
N Downes
N Downes
N Downes
N Downes
Project number
50400233
50400233
50400233
50400233
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3 - Grange Farm
3 - Grange Farm
3 - Grange Farm
3 - Grange Farm
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Contents
3
[Document title]
1
Background
1
2
Current Site Accessibility
3
3
Development Trip Generation
8
4
Strategic Access Strategy
11
5
Strategy Summary
16
Figure 1
Site Location Plan
Figure 2
Current Bus Route Plan
Figure 3
Current Cycle route Plan
Figure 4
Walking and Cycling Accessibility Isochrones
Figure 5
Local Highway Boundaries Plan
Figure 6
Indicative Primary Access Junction Plan
1
Background
1.1
INTRODUCTION
1.1.1
WSP have been commissioned by St John’s College through Savills to provide Strategic
Highways/Access advice for the potential development of a 45 hectare site adjacent to the University of
Cambridge Cavendish Laboratories and University of Cambridge Wilberforce Road Sports Ground,
close to A1303 Madingley Road.
1.1.2
The site is located within West Cambridge, within the ward of Newnham, and is bounded by
the Coton footpath and primary cycle path linking to Clerk Maxwell Road/ Adams Road to the north,
University Sports Ground to the east and agricultural land to the south and west. The site location is
shown in Figure 1.
1.1.3
WSP are aware that the site has been subject to promotion to Cambridge City Council in the
context of its Strategic Housing Land Availability Assessment (SHLAA). The Council is still considering
site submissions and when they have completed their initial analysis, will move forward with further
consultation on their local plan review in the summer this year.
1.1.4
The purpose of this report is to provide a high level strategic advice on potential access points
into the site (vehicular, pedestrian and cycle) within the context of deliverability in land ownership terms.
It is understood that the site would be developed either for residential or as a mixed
residential/employment development where commercial uses would be similar to those existing on the
nearby research park.
1.2
POLICY
1.2.1
In the context of the National Planning Policy Framework (NPPF), the NPPF includes twelve
core planning principles to underpin both plan making and decision taking. In relation to transport and
replacing PPG13, these are set out at Para 17 and include:“actively manage patterns of growth to make the fullest possible use of public transport, walking and
cycling, and focus significant development in locations which are or can be made sustainable”
1.2.2
Promoting sustainable transport is set out at section 4 of the document, and paragraphs 29 to
41 cover these issues. Para 29 states:“Transport policies have an important role to play in facilitating sustainable development but also in
contributing to wider sustainability and health objectives. Smarter use of technologies can reduce the
need to travel. The transport system needs to be balanced in favour of sustainable transport modes,
giving people a real choice about how they travel. However, the Government recognises that different
policies and measures will be required in different communities and opportunities to maximise
sustainable transport solutions will vary from urban to rural areas.”
1.2.3
Paragraph 32 identifies the need for Transport Assessments and Transport Statements and
definitions of these together with Travel Plans are included in the Glossary at Annex 2. Para 32 states:“All developments that generate significant amounts of movement should be supported by a Transport
Statement or Transport Assessment. Plans and decisions should take account of whether:The opportunities for sustainable transport modes have been taken up depending on the nature and
location of the site, to reduce the need for major transport infrastructure;
Safe and suitable access to the site can be achieved for all people; and
Improvements can be undertaken within the transport network that cost effectively limit the
significant impacts of the development. Development should only be prevented or refused on
transport grounds where the residual cumulative impacts of development are severe.”
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1.2.4
Turning to Travel plans and related to Para 35, Para 36 states:-
“A key tool to facilitate this will be a Travel Plan. All developments which generate
significant amounts of movement should be required to provide a Travel Plan.”
1.2.5
When considering large scale residential developments and mixed use schemes, Para 38
states:“For larger scale residential developments in particular, planning policies should promote a mix of uses
in order to provide opportunities to undertake day-to-day activities including work on site. Where
practical, particularly within large-scale developments, key facilities such as primary schools and local
shops should be located within walking distance of most properties.”
1.2.6
Noting the above we would consider the following approach to the Grange Farm development
proposals:
The site offers excellent sustainable transport opportunities by walk, cycle and public transport,
being 2km from the City Centre and a range of facilities, jobs and services;
Travel by car can be minimised and the site is located on nearby bus services that link the University
jobs and facilities on the West of Cambridge Campus to the City Centre and Addenbrooke’s Hospital
Campus giving wider employment accessibility;
A Transport Assessment and Travel Plan would be provided;
Safe and suitable access can be achieved to the site; and
Improvements would focus on sustainable transport taking best advantage of the sites proximity to
Cambridge City Centre and nearby employment such that any significant traffic impacts are reduced,
such that it is unlikely that any residual cumulative impacts of development would be severe.
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2
2.1
Current Site Accessibility
SITE LOCATION / LAND OWNERSHIP
2.1.1
As previously described, the site is bounded by the Coton footpath and primary cycle path to
the north, University Sports Ground to the east and agricultural land to the south and west. Land
Registry plans for the site indicate that St Johns College retains ownership, and hence access rights,
over the boundary cycleway to the north and University sports ground and its access road to the west.
Discussions with Mills and Reeve have also identified that St Johns also owns access rights onto Clerk
Maxwell Road
2.2
LOCAL HIGHWAY NETWORK
2.2.1
Key local roads in the vicinity of the site are Clerk Maxwell Road to the north, Wilberforce
Road to the north east, and Adams road (which links to Wilberforce Road) to the East. Descriptions of
these roads are set out below:
CLERK MAXWELL ROAD
2.2.2
Clerk Maxwell Road runs north of the site and leads onto a T-junction with Madingley Road.
The junction with Madingley Road incorporates a dedicated right hand turn into Clerk Maxwell Road as
well as pedestrian refuge crossing.
2.2.3
The road is 7.4m in width and currently accommodates parking on both sides of the road while
still enabling single vehicle access. Pedestrian walkways are provided on the east side of the road only,
and are well lit.
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2.2.4
The road currently serves Cambridge Universities’ ‘Park and Cycle’ facility and two small
residential developments (Perry Court and The Lawns). The southern end of the road, just past Perry
Court, has restricted vehicle access through the use of bollards (limiting this section to walk / cycle) and
marks the division between public highway and roadway which, we understand from Mills and Reeve, is
still in private ownership of Cambridge University.
WILBERFORCE ROAD
2.2.5
Wilberforce Road runs from the corner north east corner of the site and also links to Madingley
Road. Through vehicle access is however restricted along its full length due to bollards at Clarkson
Road. The road is an estimated 7.4m in width and predominately provides residential access on both
site of the road. Pedestrian walkways are provided on both sides of the road with street lighting also
available.
ADAMS ROAD
2.2.6
Adams Road runs east from the site and provides through vehicle access for the southern end
of Wilberforce Road’s residents via Grange Road. The road is again estimated at 7.4m in width and
provides residential access on both site of the road. Pedestrian walkways are provided on both sides of
the road with street lighting also available. Parking was observed on both sides of the road due to the
no parking restrictions.
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WILBERFORCE ROAD SPORTS GROUND ACCESS
2.2.7
In addition to these public highways there is also a private access road which adjoins
Wilberforce Road / Adams Road and leads to the University Sports Ground and associated car park to
the east of the site.
2.3
PUBLIC TRANSPORT ACCESSIBILITY
2.3.1
As demonstrated in Figure 2 (and shown below) the local area is well served by the Citi 4 /
Uni 4 service which provides a combined service frequency of 10 minutes throughout the day and runs
within 400m of the northern section of the site due to its current diversion into the Cavendish Laboratory
complex, along Charles Babbage Road. The nearest current stop to the site is the Cavendish
Laboratory stop which is walkable from the site via the Coton footpath/cycleway which boarders the
northern boundary of the site.
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Figure 2.1 – Uni 4/ Citi 4 bus routing close to site
2.3.2
A summary of the current Citi/Uni 4 service in shown Table 2.1 below:
Table 2.1: Local Bus Services in the Vicinity of the Site
Frequency (mins)
Service
Route
Operators
AM
PM
InterPeak
Peak
Peak
Stagecoach in
St Neots – Madingley
Citi 4 /
Peterborough
Road P&R – Cambridge 10 mins
Uni 4
& Stage Coach
Addenbrookes
in the Fens
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Bus
Last
Bus
630
2255
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2.4
CYCLE AND PEDESTRIAN ACCESS
2.4.1
The local area surrounding the site is shown in Figure 3 and shows the site to be very well
catered for in terms of pedestrian and cycle access. The Cambridgeshire County Council cycle map
(shown below) indicates that a number of primary cycleways link to the site via the Coton
Footpath/cycleway to the north of the site, and this provides easy access into the city centre within 10
minutes cycle (see Figure 4).
Figure 2.2 – Cycle routes within the local vicinity of the site
2.4.2
The photos below show the Coton footpath/cycleway which runs along the northern boundary
of the site, connecting the site with the wider city foot/cycle network.
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3
3.1
Development Trip Generation
DEVELOPMENT IMPACT
3.1.1
Current development proposals consider options for both residential and employment
development. In order to provide a concise but robust analysis of development impact, at this initial
stage, a large residential allocation has been used as a proxy to cover the many potential combinations
of employment and residential land use which could be developed on a site of this scale. Specifically, a
residential development capacity of 800 homes has been assumed, which is in line with SHLAA
maximum development quantum.
3.2
TRIP GENERATION DATA SOURCE
3.2.1
To determine the existing model split of residents in the locality of the site, 2001 Journey to
Work (JTW) data was extracted from the census. The site is located in the ‘Newnham’ ward which
incorporates the south west section of Cambridge City and is therefore felt to be representative of the
development. Therefore, data has been extracted and analysed in relation to this ward.
3.3
MODE SHARE
3.3.1
Based on the ‘Newnham’ ward, the existing mode split is set out in Table 3.1 below and has
been assumed as the base modal split for residential trips from the development.
Table 3.1: Existing Mode Split for Newnham Residents
Percentage of JTW trips to
Mode
from Newnham Residents
Car
27%
Bus
2%
Train
5%
Motorbike
1%
Bicycle
29%
Walk
19%
Taxi or Other
1%
Works from Home
14%
TOTAL
100%
3.3.2
It is apparent from Table 3.1 that the walking and cycling is the dominant mode of travel for
resident’s journeys to work from the ‘Newnham’ ward with 29% of residents traveling by this mode. This
is much higher than the national average of 10%, but is in line with the propensity for cycle use in
Cambridge and indicates a key area in which to build upon, within a sustainable transport strategy.
Similarly the propensity for walking is also high with 19% of residents traveling by this mode, providing a
combined walking and cycling mode share of 48%. See Figure 4 for cycle and walk isochrones for
distance to key locations.
3.3.3
Current public transport mode share is quite low, with 2% of employees using bus and 5%
commuting via rail, but this could be explained by the close proximity to the City Centre and research
parks, leading people to walk and cycle rather than take public transport.
3.3.4
Car mode share is 27%, which although relatively low in comparison to national figures, still
provides the opportunity for a shift from car to bus as part of a Travel Plan and therefore presents an
opportunity to further reduce the impact of car trips on the local highway network.
3.3.5
It is noted that around only 27% use their cars and 45-50% either walk or cycle for journeys in
existing adjoining wards to site (2001 Census) and Journey to Work Statistics below for commuting
patterns from Newnham Ward (existing ward adjoining the site).
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Table 3.2: Distribution of Journeys to work from Newnham Ward
Origin Ward
Destination Ward
No of workers
% of workers
Newnham Ward
Newnham Ward
Abbey
19
1.1%
Arbury
6
0.4%
Newnham Ward
Castle
122
7.3%
Newnham Ward
Cherry Hinton
13
0.8%
Newnham Ward
Coleridge
31
1.9%
Newnham Ward
East Chesterton
23
1.4%
Newnham Ward
King's Hedges
6
0.4%
Newnham Ward
Market
320
19.2%
Newnham Ward
Newnham
385
23.0%
Newnham Ward
Petersfield
36
2.2%
Newnham Ward
Queen Edith's
95
5.7%
Newnham Ward
Romsey
16
1.0%
Trumpington
100
6.0%
Newnham Ward
Newnham Ward
16
1.0%
West Chesterton
3.3.6
This shows that around 33% work in central Cambridge, 23% live and work in same ward,
12.5% work in south Cambridge (Addenbrooke’s etc) and only around 5% work in North Cambridge
(Milton ward not shown above as in South Cambs but this is where Science Park is located). London
accounts for only around 6% JtW. Therefore Grange Farm has the potential to be a very sustainable
part of Cambridge with over 50% of residents working within 1-2 miles of home. The distribution is
shown below.
Figure 3.1 – Distribution of Journeys to work from Newnham Ward
3.4
TRIP RATE
3.4.1
In order to identify potential trip generation from the site an indicative development capacity
has been assumed. The site submission estimates a maximum development quantum of 800 homes.
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3.4.2
Having identified an initial scale and type of development at the site, preliminary trip rates for
the development have been estimated using TRICS and are based on trip generation from similar
developments. These trip rate estimates have been used to gauge base line levels of trip generation
and would be refined further within the development of a formal Transport Assessment.
3.4.3
Using TRICS 2011(b), the following vehicle trip rates have been identified for use in this
assessment, as set out in Tables 3.3 and 3.4.
Table 3.3 – Residential Vehicular Trip Rates per Dwelling TRICS 2011(b)
Peak Period
Arrive
Depart
2 Way Trip Rate
AM Peak
0.173
0.421
0.594
PM Peak
0.396
0.241
0.637
3.4.4
Based on the above trip rates and assuming a maximum development of 800 homes, total
vehicle trips in the peak hour periods have been calculated for the development, as set out in Table 3.4
below:
Table 3.4 – Estimate Overall Vehicular Trips within the AM and PM Peak
Peak Period
Arrive
Depart
2 Way Trips
AM Peak
138
337
475
PM Peak
317
193
510
3.4.5
However, using similar trip rates as set out by Cambridgeshire County Council in their trip
rates study and those for the most sustainable scenario for the site (i.e. with all sustainable modes in
place and reduced car mode share) taken from Northwest Cambridge, would give the following in Table
3.5 and corresponding vehicular trips in Table 3.6. Both for the AM Peak only, as this is typically the
period giving rise to most stress on the highway and transport networks.
Table 3.5 – Residential Vehicular Trip Rates per Dwelling (CCC)
Peak Period
Arrive
Depart
2 Way Trips
AM Peak (CCC)
AM Peak (most
sustainable scenario)
0.07
0.41
0.48
0.04
0.26
0.31
Table 3.6 – Estimate Overall Vehicular Trips within the AM Peak
Peak Period
Arrive
Depart
2 Way Trips
AM Peak (CCC)
AM Peak (most
sustainable
scenario)
56
328
384
32
208
248
3.4.6
Further consideration will need to be given the trip rates on the basis of other master-planning
uses on the site and the amount of housing to be proposed. The above is also considered a robust case
outline assessment using 800, as in reality the mix of development is likely to resulting in a lower
number of residual trips, when accounting for wider site requirements.
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4
Strategic Access Strategy
4.1
ACCESS AND TRANSPORT CONSIDERATIONS
4.1.1
The current Cambridge City Council SHLAA assesses potential sites on 4 key areas in relation
to ‘Access and Transport’. These considerations include:
Issues with Car Parking in local Area
Access meets highway standards
Does site provide access to other properties / highway
Within 400m of high quality public transport route
4.1.2
Looking at each of these areas in turn the following assessment can be made.
4.2
ISSUES WITH CAR PARKING IN LOCAL AREA
4.2.1
There is currently parking on both sides of the road on Clerk Maxwell Road. As part of the
sustainable transport strategy for the site, cycling would be encouraged through the implementation of
mandatory cycle lane(s) on this road. This would provide direct cycle linkages to Madingley Road,
encouraging use of more sustainable modes for shorter trips, while also benefiting the access by
restricting on-street car parking. This proposal has been discussed with CCC who are in favour of
improved cycle connectivity along Clerk Maxwell Road.
4.3
HIGHWAY ACCESS
MAIN ACCESS
4.3.1
The main site access is proposed to be via Clerk Maxwell Road with an upgrade of the
existing right turn ghost island junction to a 3-arm signalised junction onto Madingley Road. Having
received highway boundary information from Cambridge County Council (Figure 5) an initial junction
design has been identified (Figure 6) for the development which will accommodate a dedicated left
hand turn lane from Clark Maxwell Road and maintain pedestrian and cycle crossings. Please note that
due to a level difference on the highway boundary of Madingley Road it is not currently thought possible
to create a dedicated left turn lane into Clerk Maxwell Road; however this would require further onsite
investigation and may be achievable.
4.3.2
Based on this junction design an initial capacity assessment, using the sustainable scenario
residential development trips, has been undertaken within a LINSIG model. The junction capacity
analysis has been based on peak hour 2009 traffic flow data taken from the ‘North West Cambridge Transport Assessment’, which is the most recent traffic survey data known to be available. Results of
this assessment is summarised in Table 4.1 below and shows the maximum queue lengths and
degrees of saturation for each arm.
4.3.3
Cambridge County Council (CCC) has previously not required background growth traffic to be
applied to city centre junction assessments due to the assumption traffic is already at capacity.
Therefore in this junction assessment only the ability for the junction to cope with development traffic
has been assessed.
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Figure 4.1 – Madingley Road / Clerk Maxwell Road Junction Diagram
Table 4.1 - LINSIG 3 Capacity Assessment for Madingley Road / Clerk Maxwell Road Signalised
Junction, based on 2009 Weekday AM and PM Peak Hour Flows including 800 Residential
Development, based on 120 second cycle time
Junction Arm
Madingley Rd East
Right Turn
Clerk Maxwell Road
Ahead
Madingley Rd West
Left Turn
2009 Flows with 800 Residential Development
AM Peak Hour
PM Peak Hour
Deg Sat
Modelled
Modelled Queue Deg Sat (%)
(%)
Queue
29.1%
6
86.2%
32
80.3%
7
12.0%
1
82.5%
28
68.2%
6
4.3.4
Table 4.1 above shows that the junction of Madingley Road / Clerk Maxwell Road following
signalisation would operate in line with CCC requirements for all new junctions to operate within 85%90% of capacity.
4.3.5
Further consideration would need to be given to capacity once further masterplan detail is
known. However, it is considered that in principle the junction could operate satisfactorily based on a
sustainable trip rate scenario. This will need to be discussed further with Cambridgeshire County
Council and is subject to a full TA.
4.3.6
Using Clerk Maxwell Road as the primary access would require removal of bollard barrier on
Clerk Maxwell Road, creation of a dedicated left turn lane onto Madingley road, and a suitable crossing
constructed for the West Cambridge to Coton cycle path to access the site. The cycle path crossing
could be achieved via raising the area of the carriageway in the vicinity of the cycle path to maintain
priority and level crossing for cyclists and pedestrians.
4.3.7
The access would also need to cross the drainage ditch at end of Clerk Maxwell Road
adjacent to the cycle path, however this is not considered as a barrier to use.
SECONDARY ACCESS
4.3.8
It is suggested that a second point of access in the form of a Secondary “Emergency and
Sustainable Transport” Access be explored for part of the development via Adams Road. It is proposed
that this could be a shared access with the existing University sports ground access, but upgraded to
adoptable standard.
4.3.9
The secondary point of access would also serve as a potential bus only and emergency
vehicle access. Whilst Manual for Streets sets out that a second point of access is not always required it
is considered that such secondary access would be necessary for this scale of development and to
provide an access loop for diverting existing bus services.
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4.4
WIDER NETWORK IMPLICATIONS
4.4.1
We have also coordinated with the University for other future developments along Madingley
Road to consider the relationships and an outline of the possible combined impacts. In respect of the
junction with Clerk Maxwell Road we have modelled the 2026 Do Something Flows (from the NW
Cambridge TA) with the 800hh on Grange Farm. This shows that the junction still performs at or close
to capacity, as shown below.
Table 4.2 - LINSIG 3 Capacity Assessment for Madingley Road / Clerk Maxwell Road Signalised
Junction, based on 2026 (based on 2008/09 flows) Weekday AM and PM Peak Hour Flows
including 800 Residential Development, based on 120 second cycle time
Junction Arm
Madingley Rd East
Right Turn
Clerk Maxwell Road
Ahead
Madingley Rd West
Left Turn
2026 DS + 800hh Development Traffic
AM Peak Hour
PM Peak Hour
Deg Sat
Modelled
Modelled Queue Deg Sat (%)
(%)
Queue
47.1%
11
84.6%
31
79.9%
7
12.0%
1
84.5%
30
70.1%
16
4.4.2
There are of course potentially wider implications on the road network than at the proposed
site access. When considering the 800hh on Grange Farm in the context of the wider operation of
Madingley Road in 2026 Do Something the following change in flows are noted.
Table 4.3 – 2026 Change in Traffic Flows on Madingley Rd as result of 800hh
% change traffic
AM Peak
PM Peak
Madingley Road East (2-way traffic flow)
4.4%
8.5%
4.4.3
This could be considered to be within typical daily variation for Madingley Road that can be up
to a 10% change in flow in each day of the week. However, this level of difference when combined with
other developments could have a wider impact on the road network further towards the city centre.
Therefore coordination with other developments in terms of a sustainable transport strategy and
highway mitigation will be necessary and this will ensure that all developments can be delivered, and
also in a joined up way. This could include:
Local “internalisation” of trips within the western part of Cambridge reducing the wider impact
across the City;
Ensuring sustainable modes can offer an attractive alternative to the car;
Coordinated bus services and cycle routes;
Joined up Travel Planning and area based Personalised Travel Planning rather than just within the
new development;
Bus infrastructure improvements and priority, where deliverable within the available land;
Highway mitigation along Madingley Road and at junctions, where achievable within land
constraints, noting that any mitigation should only be for the most sustainable based traffic scenario
such that sustainable benefits are “locked in”; and
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Wider measures to reduce traffic impact on wider road network, such as environmental
enhancements, where warranted due to changes in traffic flow.
4.4.4
Overall it is considered that due to the overall sustainable potential of this part of Cambridge
that in principle 800hh can be delivered in the context of wider developments. This is based on
significant sustainable travel measures and Travel Planning such that the impact of traffic from 800hh is
not likely to have a significant impact on Madingley Road, being not more than 1-2 cars a minute in
2026 AM Peak Hour on each side of the junction with Clerk Maxwell Road. This would need to be
confirmed through the CSRM modelling and a TA.
4.5
ACCESS TO OTHER PROPERTIES / HIGHWAY
4.5.1
Clerk Maxwell Road current serves 26 residential properties and measures to reduce and
maintain 20mph speed / improve the streetscape and control parking are likely to be required, due to
the straight nature and width of the road.
4.6
ACCESS TO PUBLIC TRANSPORT
4.6.1
The nearest current bus service is the Citi / Uni 4 service, which stops on Charles Babbage
Road and is within 400m of the northern part of the site. In order to ensure that the entire site has 400m
access of a bus stop four options have been identified:
(1) Diversion of the current Citi 4 / Uni 4 from Madingley Road, down Wilberforce Road (via bus gate
at current bollard barrier) into sports ground access – loop into site – then out via Clerk Maxwell
Road. This option does create an additional loop on the service and would require the bus to travel
down current residential streets, however all land required for this access is within the Highway
Boundary or St Johns College’s land ownership
(2) Diversion of the current Citi / Uni 4 service from Charles Babbage Road, via Forster Court and
into a loop of the site, returning to Charles Babbage Road. This would create minimal interruption to
the current service but would require access over land not in control of St Johns College (owned by
the wider University / Cavendish Laboratory) in order to connect the site to Forster Court Road and
thus is less certain of deliverability
(3) Creation of a new bus service which runs from the development to the city centre, and back,
accessing the site via Clerk Maxwell Road. This service could be adapted to suite the specific needs
of the development but would require a larger financial contribution to initially pump prime the
service during build-out.
(4) Splitting the current 10 minutes frequency of the Citi / Uni 4 service to alternatively divert from
Madingley Road, into either the Cavendish Laboratory complex (via its current routing), or via Clerk
Maxwell Road (in order to loop within the site and exit via Clerk Maxwell Road). This arrangement
would ensure a 20 minute service was offered at the development site and at the Cavendish
Laboratory complex, but that a 10 minute service frequency was still maintained on Madingley Road.
4.6.2
Further discussions will need to be undertaken with CCC and the Citi / Uni 4 operator
(Stagecoach) to identify the preferred option for bus delivery, however due to the range of options
available the achievement of bus accessibility is considered to be viable. The recommended option at
this stage is Option 4.
4.6.3
In addition to achieving wider bus connectivity, the site must also be designed with a suitable
road layout and loop, ensuring the majority of the site is within 400m of a bus stop. Care should also be
taken to ensure bus and walk/cycle do not compete, as the primary focus should be for travel by
walking and cycling modes and building upon the existing modes shares.
4.6.4
Overall, in principle it is considered that the site can provide suitable bus based public
transport accessibility with some re-routeing of existing services and upgraded pedestrian links to
improve existing and new bus stops. Further discussion would be required with the bus operator
Stagecoach and the County Council’s Passenger Transport Team to agree the detail of any changes to
services.
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4.7
PEDESTRIAN AND CYCLE ACCESS
4.7.1
Pedestrian and cycle access would be provided to the East, West and North of the site to
ensure the site has high levels of accessibility by sustainable modes, with key connections as follows:
Direct Access onto the existing Coton Cycle Path and on directly to Garrett Hostel Lane and the City
Centre;
Access via the Sports Ground shared access onto Adams Road and on to the City Centre/Rail
Station/Addenbrooke’s via the new Cambridgeshire Guided Busway (CGB) cycle route;
Access towards Coton and the open countryside;
Access north to Madingley Road and the existing University Western Campus and on towards North
Cambridge (such as the Science Park).
4.7.2
Following discussions with CCC, the Council is in agreement that the site has significant
sustainable transport potential, given proximity to the city centre (only 1500m to City Centre) and nearby
employment. Key cycle infrastructure, recommend for implementation by the Council, as part of the
wider developments sustainable strategy include:
Provision of mandatory cycle lane(s) on Clerk Maxwell Rd to ensure the main site access has cycle
provision directly onto Madingley Road;
The provision of part of the orbital cycle route around Cambridge with a north-south connection for
cycles from Clerk Maxwell Road directly south towards the southern site boundary and also
connecting to the footpath (with permissive cycleway) to Coton. Specifically provision of a route
along West Road has been identified by CCC as necessary to relieve pressure on Garrett Hostel
Lane and increase connectivity for non-motorised modes on this route;
Undertake improvements to “Smooth” the 90 degree turns in the Coton footpath/cycleway, widen the
footpath and also provide additional lighting.
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5
Strategy Summary
5.1
SUMMARY OF ACCESS STRATEGY
5.1.1
This report has aimed to provide a high level strategic advice on potential access points into
the site (vehicular, pedestrian and cycle) within the context of deliverability in land ownership terms. It is
understood that the site would be developed either for residential or as a mixed residential/employment
development where commercial uses would be similar to those existing on the nearby research park.
5.1.2
Analysis has identified that there are viable options for vehicular, pedestrian and cycle access,
based on a maximum development of 800 residential homes. The use of the site for a combination of
employment and residential at a similar scale, but with an overall reduction in housing, is expected to
have a lesser traffic impact, due to internalisation of trips, and thus would also be broadly viable on the
site.
5.1.3
When considering wider developments in the Western part of Cambridge with the 800hh on
Grange Farm the combined impact on Madingley Road, while these increase traffic in 2026 (using do
something traffic flows from NW Cambridge) the proposed junction at Clerk Maxwell Road is shown to
operate within capacity and the development does not lead to significant increases in traffic on
Madingley Road, being less than a 10% increase and only approximately 2 additional vehicles each
minute in the AM Peak. Therefore it is possible that all developments can be delivered and this would
need to be tested through CSRM and a TA in due course.
5.1.4
In taking the development forward the following key transport access and masterplan
development themes are recommended for expansion within a Transport Assessment:
A cohesive transport strategy linked to local requirements in order to sell the site to the planning
authorities / councillors / local community;
Coordination with other nearby developments accessing onto Madingley Road to ensure a cohesive
and holistic approach to a transport strategy for this part of Cambridge;
The new western community will provide a sustainable extension to Cambridge to provide for the
expansion of Cambridge University and switching of some functions from the City Centre. The
Grange Farm site could also potentially release some college land in Cambridge City Centre for
retail/commercial to support growth of the City (the planning authorities are very concerned over
severe space constraints, lack of retail / facilities / no room for more buses etc, in the City Centre to
accommodate housing growth). The University / St John’s College could really make a difference to
this through this development due to the close proximity to the City Centre;
Sustainable bus, cycle and walk access close to and facing towards the City Centre with main
vehicular access onto Madingley Road via Clerk Maxwell Road which is not as direct and thus would
further encourage sustainable travel. This would be a key design principle of the entire site to
promote sustainable travel;
The site builds on the existing focus of the western side of Cambridge, in terms of being a focus for
University and College activity and providing essential new homes linked to jobs;
The site/location could provide links to existing Western University Campus, off Madingley Road,
providing for a wider integrated range of activity improving sustainability in this part of Cambridge ;
A sustainable transport strategy will be key – provide high quality pedestrian / cycle links which
would be created towards the City Centre via Garrett Hostel Lane and Madingley Road (cycle time
approx. 5-10mins to City Centre) and build on current mode shares for the adjoining ward
(Newnham);
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The focus will be on pedestrian and cycle accessibility with a bus loop through the site via an
extension of the Citi / Uni 4 bus service that links the Madingley Rd University employment/research
to Addenbrooke’s Hospital and the City Centre; and
Provide connections with the surrounding countryside and Public Right of Way (PRoW) network.
5.2
DISCUSSIONS WITH CAMBRIDGE COUNTY COUNCIL
5.2.1
Access and transportation proposals identified within this report have been discussed with
Cambridgeshire Country Council (21st June 2012). Key agreements from this discussion include:
In principle CCC is in agreement with the development at this stage, and has not raised any
significant issues with proposed access and transportation relating to the site. Specifically CCC is in
principle agreement with primary access being achieved via Clerk Maxwell Rd and secondary
access (emergency and ped/cycles only) via shared access to University Sports Ground onto
Adams Rd;
Overall there is agreement that the site has significant sustainable transport potential, given
proximity to city centre (only 1500m to City Centre) and nearby employment, However, to ensure the
full sustainable potential of the site is realised the development will need to provide significant
mitigation measures through a Travel Plan, which seek to reduce car use and encourage
sustainable modes for shorter journeys.
With 800 houses the Clerk Maxwell/Madingley Rd junction (outline design for signalled junction with
2 lane approach other than outbound on Madingley Rd due to possible level difference on south
side, acknowledged by CCC) is close to capacity but operates satisfactorily noting city location. CCC
are content in principle, subject to Transport Assessment (TA) and further assessment, with access
arrangements to development;
Within a TA there would need to be wider junction capacity testing, but it is acknowledged by CCC
that Madingley Rd has remained largely stable in terms of flows and that congestion is not
necessarily a concern as it encourages sustainable modes. However, individual junctions may need
some degree of mitigation as appropriate; and
In due course there would be a TA but in advance of this Cambridge Sub-Regional Model (CSRM)
testing would need to be undertaken prior to the TA.
5.3
OTHER OUTLINE TECHNICAL ELEMENTS
5.3.1
In addition to the key promotional themes and in line with CCC’s comments, as stated above,
additional technical elements to consider going forward include:
M11 has a flow of around 60,000 24hr AADT or 50,000 12hr AAWF or 64,000 24hr AAWF (2010
Figures). Need to consider noise implications and the creation of a bund/ buffer, athough the
position of the focus of the development close to the city will reduce the need for this;
There would be a need to test site in County Council’s sub regional land use and transport model
CSRM;
The layout of the site would need to encourage sustainable journeys by maximising cycle, walk and
public transport accessibility and through appropriate design reducing the attractiveness of car
journeys;
There would be a need to demonstrate nil-detriment / no-worse off on M11 (noting Madingley
Interchange only has south facing slips) and therefore indicate that development focuses on
achieving journeys by non-car modes towards Cambridge, however noting that only 208 vehicles
leave the site in the AM peak and that these will be dispersed across the local highway network it is
considered that there would not be a significant impact on the M11 from the development;
There would be a need to demonstrate that site traffic would not impact on sensitive
College/University areas, such as Grange Road, “The Backs” and Fen Causeway and a strategy
would be put in place to reduce any traffic impact on these areas but with the 800hh development
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only adding around 3 extra cars a minute to Madingley Road or less than 10% of 2-way traffic in the
AM peak in 2026 this should be achievable;
The site would need an appropriate Flood Risk and a Sustainable Drainage Strategy; and
The site would need a full Travel Plan to accompany the Transport Assessment submission, which
would support significant mitigation measures aimed at tackling congestion and reducing car use
such that the impact on the local and strategic road network is successfully managed. A key element
will be Personalised Travel Planning and monitoring and targets linked to sustainable measures.
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Appendices, Figures & Tables
c WSP Group plc
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