Comment
Draft North East Cambridge Area Action Plan
Representation ID: 54523
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
Residential cycle parking should allow a minimum of one space for each child or adult in the development, plus facilities for large cycles or cycle accessories (such as child seats and trailers) which are key enablers of a car-free lifestyle. At least one in 10 spaces should accommodate non-standard cycles such as cargo bikes or handcycles. One quarter of disabled commuters in Cambridge travel to work by cycle and this has the potential to be much higher with the right infrastructure and facilities such as spacious, secure cycle parking. Residential cycle parking must never be two-tier, high-low or [semi-]vertical racks; it must be at least as accessible to people of all abilities as the Local Plan requires and we encourage going above and beyond current policy to deliver very high-quality cycle parking.
Cycle parking at employment and community spaces, shops, services and in the public realm should be easy to find and convenient to use. Cycle parking should be safe and secure with stands that are accessible to different types of rider and cycle. We support the guidance that encourages innovative cycle parking solutions including spaces for shared cycles and the incorporation of cycle maintenance facilities, with the caveat that the design of cycle parking itself should always prioritise ease of use over aesthetics. Properly spaced Sheffield stands or A-stands are close to ideal cycle parking provision; they must be concreted into the ground for security. [Semi-]Vertical cycle parking must not be installed because it is not suitable for all ages and abilities. Two-tier cycle parking should be avoided even where permitted and absolutely must not be used for residential cycle parking.
At least 25% of cycle parking (in all staff and residential areas) should be provided with infrastructure to permit charging e-bike batteries. Buildings should also be designed with the capacity to be retrofitted for higher capacities of charging infrastructure (and therefore futureproofed to allow for a growth in e-bike usage). Research from 2020 shows that a quarter of Europeans intend to use an e-bike this year*.
*https://cyclingindustry.news/quarter-of-europeans-likely-to-be-e-bike-riders-in-2020-says-largest-study-to-date/
Residential cycle parking should allow a minimum of one space for each child or adult in the development, plus facilities for large cycles or cycle accessories (such as child seats and trailers) which are key enablers of a car-free lifestyle. At least one in 10 spaces should accommodate non-standard cycles such as cargo bikes or handcycles. One quarter of disabled commuters in Cambridge travel to work by cycle and this has the potential to be much higher with the right infrastructure and facilities such as spacious, secure cycle parking. Residential cycle parking must never be two-tier, high-low or [semi-]vertical racks; it must be at least as accessible to people of all abilities as the Local Plan requires and we encourage going above and beyond current policy to deliver very high-quality cycle parking.
Cycle parking at employment and community spaces, shops, services and in the public realm should be easy to find and convenient to use. Cycle parking should be safe and secure with stands that are accessible to different types of rider and cycle. We support the guidance that encourages innovative cycle parking solutions including spaces for shared cycles and the incorporation of cycle maintenance facilities, with the caveat that the design of cycle parking itself should always prioritise ease of use over aesthetics. Properly spaced Sheffield stands or A-stands are close to ideal cycle parking provision; they must be concreted into the ground for security. [Semi-]Vertical cycle parking must not be installed because it is not suitable for all ages and abilities. Two-tier cycle parking should be avoided even where permitted and absolutely must not be used for residential cycle parking.
At least 25% of cycle parking (in all staff and residential areas) should be provided with infrastructure to permit charging e-bike batteries. Buildings should also be designed with the capacity to be retrofitted for higher capacities of charging infrastructure (and therefore futureproofed to allow for a growth in e-bike usage). Research from 2020 shows that a quarter of Europeans intend to use an e-bike this year*.
*https://cyclingindustry.news/quarter-of-europeans-likely-to-be-e-bike-riders-in-2020-says-largest-study-to-date/