Waterbeach New Town SPD

Full representations in attached document

Full representations in attached document

Full representations in attached document

Full representations in attached document

Full representations in attached document

Full representations in attached document

Response to SPD consultation
First of all I am concerned about the chronology applied in producing the SPD for SS5 now SS6 as it would appear that the SPD was cleared for consultation even before the adoption of the Local Plan. It is therefore unclear if the appropriate policies were applied to the SPD and if they were how Council could possibly be certain that they would stand.
Also have the concerns of Scrutiny Committee and decisions by 5th Sept Cabinet been applied to the SDP prior to consultation as identified in the Minutes of the latter.
If the answer is no and I have no knowledge of them then surely the consultation must be halted for consultees to be updated and then rescheduled.
Transport
I am also concerned about the whole approach to transport and movement within the New Town and between there and the village of Waterbeach. There appears to be a mismatch between the ambition of the SPD to prioritise pedestrian, cycle and mobility traffic over that of the car. And the proposed Transport Plan in the document.
What the SPD actually delivers is the opposite, as cars are fast tracked to the centres and across the town with cycles sent to the perimeter.
In order to put people first and encourage people to change current habits pedestrian, cycle and mobility traffic must always have right of way and the quickest route from a to b. Cars on the other hand should be given a circuitous route via an outer ring road. If we are brave enough to do this then we may truly change habits.
Schools, rail station shopping centre and Waterbeach Village must have restricted car access in favour of pedestrian, cycle and mobility traffic. Cycle and mobility parking must be abundant and close to facilities. And must be provided early in the development process.
I would broadly support the views of the Waterbeach Cycling Campaign on the SPD and recommend a serious perusal of their document at:-
https://drive.google.com/file/d/1N8eA0eF_SIyRstK7pcmxhZwuWFuXTKkG/view
I would go as far as to say that the early introduction of Intra and inter town cycle routes together with complimentary Bus and Train services is more important than upgrading the A10 and will deliver significant Modal Shift.
Number, Density and Height of Dwellings
I am particularly concerned about the number of dwellings the SPD seems to be supporting and that the numbers are developer led rather than portrayed as a district requirement supported by the SS5 policies.
For example, the Plan Policy says 8000 to 9000 dwellings, yet the SPD appears to be supporting the development for 11000 dwellings. This will only be achieved by building high and close, blighting the fen-scape and reducing the amount of green space within the town.
11000 dwellings will require a dwellings per hectare ratio of 51. When we consider that Bovis at Bannold drove went for 38 and how little green open space they provide what will be the effect of 51?
As with M People "the only way is up" and the SPD dutifully obliges. It says the final number will be design led but points us in an upward direction with the spatial map on page 69, Fig 3, prompting the developers up to 8 storeys high. The plan for Ely Station area in East Cambs is to max out at 4 storeys and is very similar landscape to Waterbeach.
Does Waterbeach and the Fen Edge need this?

It is not clear that this approach is supported by the Local Plan policies SS5 as it clearly states in SC-MM058 of Major Mods now SS6 that it will draw on the traditions of other Fen Edge Market Towns. Not aware that any of those have 8 story buildings.
We can deliver the target figure of 8000 to 9000 at 40 DPH and build a town that befits the Fen and complies with SS5 policy.
https://drive.google.com/file/d/1N8eA0eF_SIyRstK7pcmxhZwuWFuXTKkG/view
Relationship to existing village
The original concept of the Local Plan was for green space between the existing Village and the New Town. This was dropped when the Bannolds were built on. Why, because the SPD is developer led and not a District requirement and they value future customers over the needs of existing residents.
The Bannold inspector said in his judgment that the green space requirement could be accommodated beyond Capper Rd.
Protecting the identity and character of Waterbeach as a Village close to the New Town is included in 4 SS5 Major Modification Policies: MM058, MM065, MM075, MM076 which are absorbed into SS6 of the adopted Local plan it is also part of the SPD Vision. Close is defined as being a close distance away or apart. Cleary not applied in the SPD.
The only thing stopping these policies protecting the identity of Waterbeach Village is the lack of ambition and resolve of South Cambs District Council. This requirement should be absorbed by the SPD and the SPD should represent the aspirations South Cambs District and the people who live here.
I would appreciate a response to my concerns in particular your rationale should you continue to ignore the views of Waterbeach.

Station district - do not support high height for this district. adjacent to fenland location so keep housing to low-rise and light pollution to the minimum required.

Segregated access to the existing village utilizing cody road should not be accessible from the new development by private vehicle, to avoid it becoming a rat run. Taxi and bus and emergency services may have access.

Car parking from new development should be limited with amply cycle parking and linking bus routes to facilitate public transport.

Primary movement should not have linked secondary routes, to ensure that only the primary route/loop are favoured for cars. This would be similar to development in Milton with a linking road and multiple cul-de-sac from this into the housing area. Linking foot and cycle paths then become the preferential means of movement within the development.

Cycle routes should be committed to being high quality with ample width - 3m wide hard smooth surfaces. Green-way link to Cambridge and new station should be required before >3000 homes are developed, to ensure cycling becomes embedded as a main transport option to Cambridge. Otherwise the A10 will become a car park!

Bus services tot he village have recently been cut - no service to Cody road any more. Needs assurances that planned services and improvements will be followed through before too much of the development it built..

1) I want to comment on the lack of detail on the provision for arts in the New Town. Whilst 'Arts and Culture facilities' are referenced, these are in passing and entirely vague (SPD pp39-40). The Creative Industries, which include the arts, are of growing importance in the UK economy and can play an important part in helping to create vibrant and cohesive communities. Waterbeach has a lively arts community, which Urban and Civic has supported in recent years by hosting Open Studios at the Barracks site.

Section 106 funding is available to the New Town. It is hugely important that the plan for the New Town includes a dedicated venue for the arts to include live events, concerts and theatre as well as dedicated exhibition space. The plan should also consider how to embed the arts throughout the town through commissioned works and events that interpret the site and its fenland setting. Fen Edge communities are ill-served by the arts and there is opportunity here to change that model for the better.

2) The New Town would be better served by restricting vehicle access and having pedestrianised areas instead. I agree with the 'People First' vision for Waterbeach New Town proposed by the Waterbeach Cycle Campaign.

I think 11,000 houses is too many for this site six and eight stories high is too much for a Fenland town.
I support the new railway station being built as soon as possible to releave for the parking in Waterbeach
There should be a further road out of the new town over the railway and river to wards Bottisham roundabout and A10 improved before too much development is done to the new town
A new road should be built off the A10 to the new station at the same time as the new station is built


Yours Bernard Goodin

This response is from an individual. I have been a resident for the last two years in one of the new housing developments adjacent to Cody Road, Waterbeach. I am a retired Professor of Engineering, specialised on vehicle engineering.

I welcome the "Waterbeach New Town" proposals and in particular the possibility to create a substantial new living space in keeping with sustainability goals. The opportunity for using and extending best practice is an excellent one and must be seized. The timing of the project is at a time of significant change in transport and energy technologies. Car ownership is in decline, and this together with electric and autonomous vehicle technology is suggesting a less passenger-car-centred future.

My concerns about the SPD begin with the presentation and language which in places is rambling and vague. The use of the words "must", "will", "should" does not appear consistent. "Must" and "will" express certainty and obligation. The word "should" implies that the item described will not necessarily be implemented.

It is surprising that the SPD hardly cites existing good practice let alone extending into new aspects of community planning and management. There are examples of good practice coming from mainland Europe and we should be seeking to emulate and improve good practice. References to good practice need to be made, otherwise the proposals look ordinary and definitely not in keeping with an ambitious regional outlook. The Developers will undoubtedly benefit from a close association with the newest and best developments.

Section 2 - Site Context

Concerning cycling, Waterbeach currently offers very little. National Cycle route 11 should pass through Waterbeach, but there is a critical missing link between the river and the village of Lode. There is no cycle parking in the village and there are few cycle routes. The cycle route along the A10 towards Milton is narrow and dangerous. Cyclists going in opposite directions cannot easily pass. There is no safe route going northbound.

Section 3 - Vision

The notion of walking and cycling being given priority is welcome. It will encourage the shift to new modes particularly on the part of new residents. It is quite likely that new residents currently living in London will not own a car and will be drawn to a community in which cycling and walking are easy and safe.

Section 4 - Towards a Spatial Framework

On Page 40, there is reference to a small car park for use by Waterbeach residents wishing to visit the new town centre. There is no need for this. It will encourage car use in the village. Instead the proposed shuttle bus (included in the new station proposal) will serve the village and convey people to the new town centre.

On Page 41 there is reference to a "separate access" to the new station. This continuing use of the temporary Cody Road access is not necessary and any residual village road traffic to the railway station must be routed by the A10.

I observe Cody Road on a daily basis. At rush hour it is already busy with cars, cyclists and pedestrians. School times are particularly busy with groups walking to and from the local school and crossing at the Bannold Road/Cody Road junction. There is a decision already made concerning routing of local traffic to the new, relocated station. Given how busy the road is already, the long term intention to use Cody Road for station traffic and to serve an area of housing (page 61) is quite inappropriate and unnecessary. Road traffic from the village to the new station can and must be routed by the A10. Access to housing in the new community must be from the new community's transport network and not Cody Road.

The description of the primary network (Figure 18, page 45) carries contradictions. While the activity of the new town - shops and community facilities - are to be located on the primary routes these same routes are to carry traffic flows to and from a major junction in the middle of the town centre. The town centre will only function as such if the traffic is routed elsewhere and kept separate from the community facilities. Car traffic must be routed around the community on a "ring road" to the north. No homes or community facilities should be located on these "primary routes".

Air quality will suffer with the primary route stricture. A major junction in the centre of the town will lead to frequent stop-starts with consequent high particulate and nitrogen oxide emissions. There is no limit to be placed on the type of vehicles entering the town, so we will see a mixed population of diesel and petrol, old and new. Old diesel vehicles have an enormous power to pollute.

On pages 45-46 the notion of connecting communities implies walking and cycling route uninterrupted by vehicle flows. This important notion connects with the need to exclude rather than encourage traffic in these central areas.

I strongly support the idea of a vibrant and well connected town centre, but object strongly to the routing of traffic through this same centre. Alternative routing of traffic with no loss of journey times will be possible because of the greater average speed of cars taking longer and outer routes. Incidentally, the smoother operation along such outer routes greatly suits the operation of an internal combustion engine vehicle which will be both less polluting and more economical.

On page 48, two sites for a Park and Ride scheme are mentioned. The one to the North of the new community and one located close to the station. I support the Northern location. It will relieve the A10 to the south and encourage visitors to the new town, and act as a supplementary parking area for the station (assuming the park and ride also serves the station). There is no need for Park and Ride facilities at the station. The station will have its own car park and be served by buses. Another Park and Ride facility will simply encourage traffic flow through the community.

The Causeway link described on Page 57 is warmly welcomed. It alludes to the history of Waterbeach and creates a symbolic and actual link between Waterbeach village and the new community. Its plans must be defined so that pedestrians are prioritised and cyclists are guided down a separate cycle path.

Section 5 - Guiding Principles

P 82 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is too loose a statement for such an important aspect of the new community. Phrasing must be " .. must be provided in advance of the development of homes and community facilities..." in other words cycling and pedestrian routes must be in place from the beginning of the project.

P 83 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is also too loose. It must be re-phrased to " .. must be provided from the beginning of the project ..."

One aspect of good practice that must be included in this section is the principle of equivalent journey times. It should be no quicker to take a car journey than to walk or cycle within the area of the new community.

Traffic management within Waterbeach village needs to be improved in such a way that routing through the village is not considered an "easy" option for car drivers. Traffic calming, closure of Greenside to through traffic and in particular a 20mph speed limit should all be considered. In the longer term, restriction of Way Lane to pedestrians, cyclists and local traffic would make for a safer environment for the primary school and for those walking to the new community.


Section 6 - Delivering the place

Certain aspects of the Delivery plan needs to be better defined. In particular the link to Cottenham (p 119) must be in place at the beginning of the project. There is substantial traffic flow from Cottenham to both the A10 and to Waterbeach railway station. A reliable cycle route to the new town - thence to the Park and Ride and the railway station will considerably help displace road traffic.

It is vital that the A10 link road (p122) into the new community is available at the beginning of the project and is kept well separated from new housing and schools. This will meet the needs for traffic to the new railway station.

This response is from an individual. I have been a resident for the last two years in one of the new housing developments adjacent to Cody Road, Waterbeach. I am a retired Professor of Engineering, specialised on vehicle engineering.

I welcome the "Waterbeach New Town" proposals and in particular the possibility to create a substantial new living space in keeping with sustainability goals. The opportunity for using and extending best practice is an excellent one and must be seized. The timing of the project is at a time of significant change in transport and energy technologies. Car ownership is in decline, and this together with electric and autonomous vehicle technology is suggesting a less passenger-car-centred future.

My concerns about the SPD begin with the presentation and language which in places is rambling and vague. The use of the words "must", "will", "should" does not appear consistent. "Must" and "will" express certainty and obligation. The word "should" implies that the item described will not necessarily be implemented.

It is surprising that the SPD hardly cites existing good practice let alone extending into new aspects of community planning and management. There are examples of good practice coming from mainland Europe and we should be seeking to emulate and improve good practice. References to good practice need to be made, otherwise the proposals look ordinary and definitely not in keeping with an ambitious regional outlook. The Developers will undoubtedly benefit from a close association with the newest and best developments.

Section 2 - Site Context

Concerning cycling, Waterbeach currently offers very little. National Cycle route 11 should pass through Waterbeach, but there is a critical missing link between the river and the village of Lode. There is no cycle parking in the village and there are few cycle routes. The cycle route along the A10 towards Milton is narrow and dangerous. Cyclists going in opposite directions cannot easily pass. There is no safe route going northbound.

Section 3 - Vision

The notion of walking and cycling being given priority is welcome. It will encourage the shift to new modes particularly on the part of new residents. It is quite likely that new residents currently living in London will not own a car and will be drawn to a community in which cycling and walking are easy and safe.

Section 4 - Towards a Spatial Framework

On Page 40, there is reference to a small car park for use by Waterbeach residents wishing to visit the new town centre. There is no need for this. It will encourage car use in the village. Instead the proposed shuttle bus (included in the new station proposal) will serve the village and convey people to the new town centre.

On Page 41 there is reference to a "separate access" to the new station. This continuing use of the temporary Cody Road access is not necessary and any residual village road traffic to the railway station must be routed by the A10.

I observe Cody Road on a daily basis. At rush hour it is already busy with cars, cyclists and pedestrians. School times are particularly busy with groups walking to and from the local school and crossing at the Bannold Road/Cody Road junction. There is a decision already made concerning routing of local traffic to the new, relocated station. Given how busy the road is already, the long term intention to use Cody Road for station traffic and to serve an area of housing (page 61) is quite inappropriate and unnecessary. Road traffic from the village to the new station can and must be routed by the A10. Access to housing in the new community must be from the new community's transport network and not Cody Road.

The description of the primary network (Figure 18, page 45) carries contradictions. While the activity of the new town - shops and community facilities - are to be located on the primary routes these same routes are to carry traffic flows to and from a major junction in the middle of the town centre. The town centre will only function as such if the traffic is routed elsewhere and kept separate from the community facilities. Car traffic must be routed around the community on a "ring road" to the north. No homes or community facilities should be located on these "primary routes".

Air quality will suffer with the primary route stricture. A major junction in the centre of the town will lead to frequent stop-starts with consequent high particulate and nitrogen oxide emissions. There is no limit to be placed on the type of vehicles entering the town, so we will see a mixed population of diesel and petrol, old and new. Old diesel vehicles have an enormous power to pollute.

On pages 45-46 the notion of connecting communities implies walking and cycling route uninterrupted by vehicle flows. This important notion connects with the need to exclude rather than encourage traffic in these central areas.

I strongly support the idea of a vibrant and well connected town centre, but object strongly to the routing of traffic through this same centre. Alternative routing of traffic with no loss of journey times will be possible because of the greater average speed of cars taking longer and outer routes. Incidentally, the smoother operation along such outer routes greatly suits the operation of an internal combustion engine vehicle which will be both less polluting and more economical.

On page 48, two sites for a Park and Ride scheme are mentioned. The one to the North of the new community and one located close to the station. I support the Northern location. It will relieve the A10 to the south and encourage visitors to the new town, and act as a supplementary parking area for the station (assuming the park and ride also serves the station). There is no need for Park and Ride facilities at the station. The station will have its own car park and be served by buses. Another Park and Ride facility will simply encourage traffic flow through the community.

The Causeway link described on Page 57 is warmly welcomed. It alludes to the history of Waterbeach and creates a symbolic and actual link between Waterbeach village and the new community. Its plans must be defined so that pedestrians are prioritised and cyclists are guided down a separate cycle path.

Section 5 - Guiding Principles

P 82 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is too loose a statement for such an important aspect of the new community. Phrasing must be " .. must be provided in advance of the development of homes and community facilities..." in other words cycling and pedestrian routes must be in place from the beginning of the project.

P 83 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is also too loose. It must be re-phrased to " .. must be provided from the beginning of the project ..."

One aspect of good practice that must be included in this section is the principle of equivalent journey times. It should be no quicker to take a car journey than to walk or cycle within the area of the new community.

Traffic management within Waterbeach village needs to be improved in such a way that routing through the village is not considered an "easy" option for car drivers. Traffic calming, closure of Greenside to through traffic and in particular a 20mph speed limit should all be considered. In the longer term, restriction of Way Lane to pedestrians, cyclists and local traffic would make for a safer environment for the primary school and for those walking to the new community.


Section 6 - Delivering the place

Certain aspects of the Delivery plan needs to be better defined. In particular the link to Cottenham (p 119) must be in place at the beginning of the project. There is substantial traffic flow from Cottenham to both the A10 and to Waterbeach railway station. A reliable cycle route to the new town - thence to the Park and Ride and the railway station will considerably help displace road traffic.

It is vital that the A10 link road (p122) into the new community is available at the beginning of the project and is kept well separated from new housing and schools. This will meet the needs for traffic to the new railway station.

This response is from an individual. I have been a resident for the last two years in one of the new housing developments adjacent to Cody Road, Waterbeach. I am a retired Professor of Engineering, specialised on vehicle engineering.

I welcome the "Waterbeach New Town" proposals and in particular the possibility to create a substantial new living space in keeping with sustainability goals. The opportunity for using and extending best practice is an excellent one and must be seized. The timing of the project is at a time of significant change in transport and energy technologies. Car ownership is in decline, and this together with electric and autonomous vehicle technology is suggesting a less passenger-car-centred future.

My concerns about the SPD begin with the presentation and language which in places is rambling and vague. The use of the words "must", "will", "should" does not appear consistent. "Must" and "will" express certainty and obligation. The word "should" implies that the item described will not necessarily be implemented.

It is surprising that the SPD hardly cites existing good practice let alone extending into new aspects of community planning and management. There are examples of good practice coming from mainland Europe and we should be seeking to emulate and improve good practice. References to good practice need to be made, otherwise the proposals look ordinary and definitely not in keeping with an ambitious regional outlook. The Developers will undoubtedly benefit from a close association with the newest and best developments.

Section 2 - Site Context

Concerning cycling, Waterbeach currently offers very little. National Cycle route 11 should pass through Waterbeach, but there is a critical missing link between the river and the village of Lode. There is no cycle parking in the village and there are few cycle routes. The cycle route along the A10 towards Milton is narrow and dangerous. Cyclists going in opposite directions cannot easily pass. There is no safe route going northbound.

Section 3 - Vision

The notion of walking and cycling being given priority is welcome. It will encourage the shift to new modes particularly on the part of new residents. It is quite likely that new residents currently living in London will not own a car and will be drawn to a community in which cycling and walking are easy and safe.

Section 4 - Towards a Spatial Framework

On Page 40, there is reference to a small car park for use by Waterbeach residents wishing to visit the new town centre. There is no need for this. It will encourage car use in the village. Instead the proposed shuttle bus (included in the new station proposal) will serve the village and convey people to the new town centre.

On Page 41 there is reference to a "separate access" to the new station. This continuing use of the temporary Cody Road access is not necessary and any residual village road traffic to the railway station must be routed by the A10.

I observe Cody Road on a daily basis. At rush hour it is already busy with cars, cyclists and pedestrians. School times are particularly busy with groups walking to and from the local school and crossing at the Bannold Road/Cody Road junction. There is a decision already made concerning routing of local traffic to the new, relocated station. Given how busy the road is already, the long term intention to use Cody Road for station traffic and to serve an area of housing (page 61) is quite inappropriate and unnecessary. Road traffic from the village to the new station can and must be routed by the A10. Access to housing in the new community must be from the new community's transport network and not Cody Road.

The description of the primary network (Figure 18, page 45) carries contradictions. While the activity of the new town - shops and community facilities - are to be located on the primary routes these same routes are to carry traffic flows to and from a major junction in the middle of the town centre. The town centre will only function as such if the traffic is routed elsewhere and kept separate from the community facilities. Car traffic must be routed around the community on a "ring road" to the north. No homes or community facilities should be located on these "primary routes".

Air quality will suffer with the primary route stricture. A major junction in the centre of the town will lead to frequent stop-starts with consequent high particulate and nitrogen oxide emissions. There is no limit to be placed on the type of vehicles entering the town, so we will see a mixed population of diesel and petrol, old and new. Old diesel vehicles have an enormous power to pollute.

On pages 45-46 the notion of connecting communities implies walking and cycling route uninterrupted by vehicle flows. This important notion connects with the need to exclude rather than encourage traffic in these central areas.

I strongly support the idea of a vibrant and well connected town centre, but object strongly to the routing of traffic through this same centre. Alternative routing of traffic with no loss of journey times will be possible because of the greater average speed of cars taking longer and outer routes. Incidentally, the smoother operation along such outer routes greatly suits the operation of an internal combustion engine vehicle which will be both less polluting and more economical.

On page 48, two sites for a Park and Ride scheme are mentioned. The one to the North of the new community and one located close to the station. I support the Northern location. It will relieve the A10 to the south and encourage visitors to the new town, and act as a supplementary parking area for the station (assuming the park and ride also serves the station). There is no need for Park and Ride facilities at the station. The station will have its own car park and be served by buses. Another Park and Ride facility will simply encourage traffic flow through the community.

The Causeway link described on Page 57 is warmly welcomed. It alludes to the history of Waterbeach and creates a symbolic and actual link between Waterbeach village and the new community. Its plans must be defined so that pedestrians are prioritised and cyclists are guided down a separate cycle path.

Section 5 - Guiding Principles

P 82 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is too loose a statement for such an important aspect of the new community. Phrasing must be " .. must be provided in advance of the development of homes and community facilities..." in other words cycling and pedestrian routes must be in place from the beginning of the project.

P 83 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is also too loose. It must be re-phrased to " .. must be provided from the beginning of the project ..."

One aspect of good practice that must be included in this section is the principle of equivalent journey times. It should be no quicker to take a car journey than to walk or cycle within the area of the new community.

Traffic management within Waterbeach village needs to be improved in such a way that routing through the village is not considered an "easy" option for car drivers. Traffic calming, closure of Greenside to through traffic and in particular a 20mph speed limit should all be considered. In the longer term, restriction of Way Lane to pedestrians, cyclists and local traffic would make for a safer environment for the primary school and for those walking to the new community.


Section 6 - Delivering the place

Certain aspects of the Delivery plan needs to be better defined. In particular the link to Cottenham (p 119) must be in place at the beginning of the project. There is substantial traffic flow from Cottenham to both the A10 and to Waterbeach railway station. A reliable cycle route to the new town - thence to the Park and Ride and the railway station will considerably help displace road traffic.

It is vital that the A10 link road (p122) into the new community is available at the beginning of the project and is kept well separated from new housing and schools. This will meet the needs for traffic to the new railway station.

This response is from an individual. I have been a resident for the last two years in one of the new housing developments adjacent to Cody Road, Waterbeach. I am a retired Professor of Engineering, specialised on vehicle engineering.

I welcome the "Waterbeach New Town" proposals and in particular the possibility to create a substantial new living space in keeping with sustainability goals. The opportunity for using and extending best practice is an excellent one and must be seized. The timing of the project is at a time of significant change in transport and energy technologies. Car ownership is in decline, and this together with electric and autonomous vehicle technology is suggesting a less passenger-car-centred future.

My concerns about the SPD begin with the presentation and language which in places is rambling and vague. The use of the words "must", "will", "should" does not appear consistent. "Must" and "will" express certainty and obligation. The word "should" implies that the item described will not necessarily be implemented.

It is surprising that the SPD hardly cites existing good practice let alone extending into new aspects of community planning and management. There are examples of good practice coming from mainland Europe and we should be seeking to emulate and improve good practice. References to good practice need to be made, otherwise the proposals look ordinary and definitely not in keeping with an ambitious regional outlook. The Developers will undoubtedly benefit from a close association with the newest and best developments.

Section 2 - Site Context

Concerning cycling, Waterbeach currently offers very little. National Cycle route 11 should pass through Waterbeach, but there is a critical missing link between the river and the village of Lode. There is no cycle parking in the village and there are few cycle routes. The cycle route along the A10 towards Milton is narrow and dangerous. Cyclists going in opposite directions cannot easily pass. There is no safe route going northbound.

Section 3 - Vision

The notion of walking and cycling being given priority is welcome. It will encourage the shift to new modes particularly on the part of new residents. It is quite likely that new residents currently living in London will not own a car and will be drawn to a community in which cycling and walking are easy and safe.

Section 4 - Towards a Spatial Framework

On Page 40, there is reference to a small car park for use by Waterbeach residents wishing to visit the new town centre. There is no need for this. It will encourage car use in the village. Instead the proposed shuttle bus (included in the new station proposal) will serve the village and convey people to the new town centre.

On Page 41 there is reference to a "separate access" to the new station. This continuing use of the temporary Cody Road access is not necessary and any residual village road traffic to the railway station must be routed by the A10.

I observe Cody Road on a daily basis. At rush hour it is already busy with cars, cyclists and pedestrians. School times are particularly busy with groups walking to and from the local school and crossing at the Bannold Road/Cody Road junction. There is a decision already made concerning routing of local traffic to the new, relocated station. Given how busy the road is already, the long term intention to use Cody Road for station traffic and to serve an area of housing (page 61) is quite inappropriate and unnecessary. Road traffic from the village to the new station can and must be routed by the A10. Access to housing in the new community must be from the new community's transport network and not Cody Road.

The description of the primary network (Figure 18, page 45) carries contradictions. While the activity of the new town - shops and community facilities - are to be located on the primary routes these same routes are to carry traffic flows to and from a major junction in the middle of the town centre. The town centre will only function as such if the traffic is routed elsewhere and kept separate from the community facilities. Car traffic must be routed around the community on a "ring road" to the north. No homes or community facilities should be located on these "primary routes".

Air quality will suffer with the primary route stricture. A major junction in the centre of the town will lead to frequent stop-starts with consequent high particulate and nitrogen oxide emissions. There is no limit to be placed on the type of vehicles entering the town, so we will see a mixed population of diesel and petrol, old and new. Old diesel vehicles have an enormous power to pollute.

On pages 45-46 the notion of connecting communities implies walking and cycling route uninterrupted by vehicle flows. This important notion connects with the need to exclude rather than encourage traffic in these central areas.

I strongly support the idea of a vibrant and well connected town centre, but object strongly to the routing of traffic through this same centre. Alternative routing of traffic with no loss of journey times will be possible because of the greater average speed of cars taking longer and outer routes. Incidentally, the smoother operation along such outer routes greatly suits the operation of an internal combustion engine vehicle which will be both less polluting and more economical.

On page 48, two sites for a Park and Ride scheme are mentioned. The one to the North of the new community and one located close to the station. I support the Northern location. It will relieve the A10 to the south and encourage visitors to the new town, and act as a supplementary parking area for the station (assuming the park and ride also serves the station). There is no need for Park and Ride facilities at the station. The station will have its own car park and be served by buses. Another Park and Ride facility will simply encourage traffic flow through the community.

The Causeway link described on Page 57 is warmly welcomed. It alludes to the history of Waterbeach and creates a symbolic and actual link between Waterbeach village and the new community. Its plans must be defined so that pedestrians are prioritised and cyclists are guided down a separate cycle path.

Section 5 - Guiding Principles

P 82 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is too loose a statement for such an important aspect of the new community. Phrasing must be " .. must be provided in advance of the development of homes and community facilities..." in other words cycling and pedestrian routes must be in place from the beginning of the project.

P 83 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is also too loose. It must be re-phrased to " .. must be provided from the beginning of the project ..."

One aspect of good practice that must be included in this section is the principle of equivalent journey times. It should be no quicker to take a car journey than to walk or cycle within the area of the new community.

Traffic management within Waterbeach village needs to be improved in such a way that routing through the village is not considered an "easy" option for car drivers. Traffic calming, closure of Greenside to through traffic and in particular a 20mph speed limit should all be considered. In the longer term, restriction of Way Lane to pedestrians, cyclists and local traffic would make for a safer environment for the primary school and for those walking to the new community.


Section 6 - Delivering the place

Certain aspects of the Delivery plan needs to be better defined. In particular the link to Cottenham (p 119) must be in place at the beginning of the project. There is substantial traffic flow from Cottenham to both the A10 and to Waterbeach railway station. A reliable cycle route to the new town - thence to the Park and Ride and the railway station will considerably help displace road traffic.

It is vital that the A10 link road (p122) into the new community is available at the beginning of the project and is kept well separated from new housing and schools. This will meet the needs for traffic to the new railway station.

This response is from an individual. I have been a resident for the last two years in one of the new housing developments adjacent to Cody Road, Waterbeach. I am a retired Professor of Engineering, specialised on vehicle engineering.

I welcome the "Waterbeach New Town" proposals and in particular the possibility to create a substantial new living space in keeping with sustainability goals. The opportunity for using and extending best practice is an excellent one and must be seized. The timing of the project is at a time of significant change in transport and energy technologies. Car ownership is in decline, and this together with electric and autonomous vehicle technology is suggesting a less passenger-car-centred future.

My concerns about the SPD begin with the presentation and language which in places is rambling and vague. The use of the words "must", "will", "should" does not appear consistent. "Must" and "will" express certainty and obligation. The word "should" implies that the item described will not necessarily be implemented.

It is surprising that the SPD hardly cites existing good practice let alone extending into new aspects of community planning and management. There are examples of good practice coming from mainland Europe and we should be seeking to emulate and improve good practice. References to good practice need to be made, otherwise the proposals look ordinary and definitely not in keeping with an ambitious regional outlook. The Developers will undoubtedly benefit from a close association with the newest and best developments.

Section 2 - Site Context

Concerning cycling, Waterbeach currently offers very little. National Cycle route 11 should pass through Waterbeach, but there is a critical missing link between the river and the village of Lode. There is no cycle parking in the village and there are few cycle routes. The cycle route along the A10 towards Milton is narrow and dangerous. Cyclists going in opposite directions cannot easily pass. There is no safe route going northbound.

Section 3 - Vision

The notion of walking and cycling being given priority is welcome. It will encourage the shift to new modes particularly on the part of new residents. It is quite likely that new residents currently living in London will not own a car and will be drawn to a community in which cycling and walking are easy and safe.

Section 4 - Towards a Spatial Framework

On Page 40, there is reference to a small car park for use by Waterbeach residents wishing to visit the new town centre. There is no need for this. It will encourage car use in the village. Instead the proposed shuttle bus (included in the new station proposal) will serve the village and convey people to the new town centre.

On Page 41 there is reference to a "separate access" to the new station. This continuing use of the temporary Cody Road access is not necessary and any residual village road traffic to the railway station must be routed by the A10.

I observe Cody Road on a daily basis. At rush hour it is already busy with cars, cyclists and pedestrians. School times are particularly busy with groups walking to and from the local school and crossing at the Bannold Road/Cody Road junction. There is a decision already made concerning routing of local traffic to the new, relocated station. Given how busy the road is already, the long term intention to use Cody Road for station traffic and to serve an area of housing (page 61) is quite inappropriate and unnecessary. Road traffic from the village to the new station can and must be routed by the A10. Access to housing in the new community must be from the new community's transport network and not Cody Road.

The description of the primary network (Figure 18, page 45) carries contradictions. While the activity of the new town - shops and community facilities - are to be located on the primary routes these same routes are to carry traffic flows to and from a major junction in the middle of the town centre. The town centre will only function as such if the traffic is routed elsewhere and kept separate from the community facilities. Car traffic must be routed around the community on a "ring road" to the north. No homes or community facilities should be located on these "primary routes".

Air quality will suffer with the primary route stricture. A major junction in the centre of the town will lead to frequent stop-starts with consequent high particulate and nitrogen oxide emissions. There is no limit to be placed on the type of vehicles entering the town, so we will see a mixed population of diesel and petrol, old and new. Old diesel vehicles have an enormous power to pollute.

On pages 45-46 the notion of connecting communities implies walking and cycling route uninterrupted by vehicle flows. This important notion connects with the need to exclude rather than encourage traffic in these central areas.

I strongly support the idea of a vibrant and well connected town centre, but object strongly to the routing of traffic through this same centre. Alternative routing of traffic with no loss of journey times will be possible because of the greater average speed of cars taking longer and outer routes. Incidentally, the smoother operation along such outer routes greatly suits the operation of an internal combustion engine vehicle which will be both less polluting and more economical.

On page 48, two sites for a Park and Ride scheme are mentioned. The one to the North of the new community and one located close to the station. I support the Northern location. It will relieve the A10 to the south and encourage visitors to the new town, and act as a supplementary parking area for the station (assuming the park and ride also serves the station). There is no need for Park and Ride facilities at the station. The station will have its own car park and be served by buses. Another Park and Ride facility will simply encourage traffic flow through the community.

The Causeway link described on Page 57 is warmly welcomed. It alludes to the history of Waterbeach and creates a symbolic and actual link between Waterbeach village and the new community. Its plans must be defined so that pedestrians are prioritised and cyclists are guided down a separate cycle path.

Section 5 - Guiding Principles

P 82 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is too loose a statement for such an important aspect of the new community. Phrasing must be " .. must be provided in advance of the development of homes and community facilities..." in other words cycling and pedestrian routes must be in place from the beginning of the project.

P 83 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is also too loose. It must be re-phrased to " .. must be provided from the beginning of the project ..."

One aspect of good practice that must be included in this section is the principle of equivalent journey times. It should be no quicker to take a car journey than to walk or cycle within the area of the new community.

Traffic management within Waterbeach village needs to be improved in such a way that routing through the village is not considered an "easy" option for car drivers. Traffic calming, closure of Greenside to through traffic and in particular a 20mph speed limit should all be considered. In the longer term, restriction of Way Lane to pedestrians, cyclists and local traffic would make for a safer environment for the primary school and for those walking to the new community.


Section 6 - Delivering the place

Certain aspects of the Delivery plan needs to be better defined. In particular the link to Cottenham (p 119) must be in place at the beginning of the project. There is substantial traffic flow from Cottenham to both the A10 and to Waterbeach railway station. A reliable cycle route to the new town - thence to the Park and Ride and the railway station will considerably help displace road traffic.

It is vital that the A10 link road (p122) into the new community is available at the beginning of the project and is kept well separated from new housing and schools. This will meet the needs for traffic to the new railway station.

This response is from an individual. I have been a resident for the last two years in one of the new housing developments adjacent to Cody Road, Waterbeach. I am a retired Professor of Engineering, specialised on vehicle engineering.

I welcome the "Waterbeach New Town" proposals and in particular the possibility to create a substantial new living space in keeping with sustainability goals. The opportunity for using and extending best practice is an excellent one and must be seized. The timing of the project is at a time of significant change in transport and energy technologies. Car ownership is in decline, and this together with electric and autonomous vehicle technology is suggesting a less passenger-car-centred future.

My concerns about the SPD begin with the presentation and language which in places is rambling and vague. The use of the words "must", "will", "should" does not appear consistent. "Must" and "will" express certainty and obligation. The word "should" implies that the item described will not necessarily be implemented.

It is surprising that the SPD hardly cites existing good practice let alone extending into new aspects of community planning and management. There are examples of good practice coming from mainland Europe and we should be seeking to emulate and improve good practice. References to good practice need to be made, otherwise the proposals look ordinary and definitely not in keeping with an ambitious regional outlook. The Developers will undoubtedly benefit from a close association with the newest and best developments.

Section 2 - Site Context

Concerning cycling, Waterbeach currently offers very little. National Cycle route 11 should pass through Waterbeach, but there is a critical missing link between the river and the village of Lode. There is no cycle parking in the village and there are few cycle routes. The cycle route along the A10 towards Milton is narrow and dangerous. Cyclists going in opposite directions cannot easily pass. There is no safe route going northbound.

Section 3 - Vision

The notion of walking and cycling being given priority is welcome. It will encourage the shift to new modes particularly on the part of new residents. It is quite likely that new residents currently living in London will not own a car and will be drawn to a community in which cycling and walking are easy and safe.

Section 4 - Towards a Spatial Framework

On Page 40, there is reference to a small car park for use by Waterbeach residents wishing to visit the new town centre. There is no need for this. It will encourage car use in the village. Instead the proposed shuttle bus (included in the new station proposal) will serve the village and convey people to the new town centre.

On Page 41 there is reference to a "separate access" to the new station. This continuing use of the temporary Cody Road access is not necessary and any residual village road traffic to the railway station must be routed by the A10.

I observe Cody Road on a daily basis. At rush hour it is already busy with cars, cyclists and pedestrians. School times are particularly busy with groups walking to and from the local school and crossing at the Bannold Road/Cody Road junction. There is a decision already made concerning routing of local traffic to the new, relocated station. Given how busy the road is already, the long term intention to use Cody Road for station traffic and to serve an area of housing (page 61) is quite inappropriate and unnecessary. Road traffic from the village to the new station can and must be routed by the A10. Access to housing in the new community must be from the new community's transport network and not Cody Road.

The description of the primary network (Figure 18, page 45) carries contradictions. While the activity of the new town - shops and community facilities - are to be located on the primary routes these same routes are to carry traffic flows to and from a major junction in the middle of the town centre. The town centre will only function as such if the traffic is routed elsewhere and kept separate from the community facilities. Car traffic must be routed around the community on a "ring road" to the north. No homes or community facilities should be located on these "primary routes".

Air quality will suffer with the primary route stricture. A major junction in the centre of the town will lead to frequent stop-starts with consequent high particulate and nitrogen oxide emissions. There is no limit to be placed on the type of vehicles entering the town, so we will see a mixed population of diesel and petrol, old and new. Old diesel vehicles have an enormous power to pollute.

On pages 45-46 the notion of connecting communities implies walking and cycling route uninterrupted by vehicle flows. This important notion connects with the need to exclude rather than encourage traffic in these central areas.

I strongly support the idea of a vibrant and well connected town centre, but object strongly to the routing of traffic through this same centre. Alternative routing of traffic with no loss of journey times will be possible because of the greater average speed of cars taking longer and outer routes. Incidentally, the smoother operation along such outer routes greatly suits the operation of an internal combustion engine vehicle which will be both less polluting and more economical.

On page 48, two sites for a Park and Ride scheme are mentioned. The one to the North of the new community and one located close to the station. I support the Northern location. It will relieve the A10 to the south and encourage visitors to the new town, and act as a supplementary parking area for the station (assuming the park and ride also serves the station). There is no need for Park and Ride facilities at the station. The station will have its own car park and be served by buses. Another Park and Ride facility will simply encourage traffic flow through the community.

The Causeway link described on Page 57 is warmly welcomed. It alludes to the history of Waterbeach and creates a symbolic and actual link between Waterbeach village and the new community. Its plans must be defined so that pedestrians are prioritised and cyclists are guided down a separate cycle path.

Section 5 - Guiding Principles

P 82 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is too loose a statement for such an important aspect of the new community. Phrasing must be " .. must be provided in advance of the development of homes and community facilities..." in other words cycling and pedestrian routes must be in place from the beginning of the project.

P 83 "Active cycle and pedestrian routes and public transport should be provided at the earliest
opportunity ..." is also too loose. It must be re-phrased to " .. must be provided from the beginning of the project ..."

One aspect of good practice that must be included in this section is the principle of equivalent journey times. It should be no quicker to take a car journey than to walk or cycle within the area of the new community.

Traffic management within Waterbeach village needs to be improved in such a way that routing through the village is not considered an "easy" option for car drivers. Traffic calming, closure of Greenside to through traffic and in particular a 20mph speed limit should all be considered. In the longer term, restriction of Way Lane to pedestrians, cyclists and local traffic would make for a safer environment for the primary school and for those walking to the new community.


Section 6 - Delivering the place

Certain aspects of the Delivery plan needs to be better defined. In particular the link to Cottenham (p 119) must be in place at the beginning of the project. There is substantial traffic flow from Cottenham to both the A10 and to Waterbeach railway station. A reliable cycle route to the new town - thence to the Park and Ride and the railway station will considerably help displace road traffic.

It is vital that the A10 link road (p122) into the new community is available at the beginning of the project and is kept well separated from new housing and schools. This will meet the needs for traffic to the new railway station.

I do not feel that the SPD will deliver the vision outlined in the SPD.

I support the alternative plan outlined by the Waterbeach Cycling Campain - People first. I support the Waterbeach Cycling Campaign Response to Consultation. I support the Dutch model with priority for cyclists and walkers on neighbourhood roads. I think this model should be accompanied by blocks of underground car parking for residents. The current use of cycles in Waterbeach for commuting to Cambridge shows how sustainable this could be if sufficient infrastructure is in place. Residents of Lode, Wicken, Bottisham, Cottenham, Histon, Milton, Horningsea will want to access the new facilities in the new town and good cycle ways are needed to support this.

I am concerned about the SPD is not sufficiently considering how this development fits in with the development of the adjoining site west of the railway.

The height and density of the proposed development is out of keeping with the rural Fenland landscape and Waterbeach Village. This is especially significant due to the proximity of Denny Abbey (Ancient Monument), local rights of way near the river, and Wicken Fen National Nature Reserve. I am concerned that the figure of 8000 dwellings which was accepted by SCDC now seems to have risen to 11000. The site should be limited to 8000 dwellings to allow for more landscaping and public open space close to the residential units.

The development is close to internationally important wetland habitats including Wicken Fen NNR the plan should allocate S106 money to the restoration of the wider Fenland landscape by purchase of land surrounding Wicken Fen. Good cycle links between Wicken Fen, Lode and Ely should be provided for recreation for people from the new town.

The plans do not seem to include sufficient public facilities such as an outdoor swimming pool. The density of the development is so high that there is no space for the future community to develop its own facilities and land uses in the future. I am concerned that the small amount of green space allowed, will, over-time be eroded to provide land for these facilities.

I would like to see much more definite commitment in the plans for traffic management. I support the development of a rapid transport metro system. I do not think this should use the existing bridleway route between Landbeach and Histon as this is an important landscape feature. The metro and or bus route should be seperate from the existing road and bridleway.

I am concerned that the development that has already taken place in Waterbeach (near the proposed development) has happened before the development of sufficient transport and facilities improvements. The transport facilities including on and off site cycle ways should be in place before development so that people moving in can develop sustainable habits from the start. I am concerned that the triggers for the development infrastructure of schools and sports facilities are too high e.g. 2000 dwellings before a secondary school is built. I am concerned about the large size of the proposed primary schools; they should be smaller, to encourage a sense of community in each housing block. This would require more schools.

1.The density of development: the number of houses/buildings/extent of the development are completely inappropriate to this rural area, as are the proposals for 6-8 storey buildings. The whole character of the existing village and local area will be irreparably damaged. High-rise has no place here.
2. Relationship to existing village: there appears to be little open space or demarcation in the areas adjacent to the village.
3. Access, transport, unacceptable levels of disruption: The traffic through Waterbeach is already at intolerable levels and increasing rapidly. There is nothing in the plan to suggest an acceptable alleviation of this situation.

I support the alternative proposals known as 'People First Vision': http://www.waterbeachcc.com/2018/10/waterbeach-new-town-peoples-first-vision.html

I have a major objection to the plan that relies on two developers. Each will be acting in their own interests to the detriment of the wider vision and it's delivery. I can't see how a coherent development can be achieved with what is effectively a development border running north to south. The execution of this new town is too important to be compromised by two conflicting commercial interests.

It should therefore be mandated that a single joint planning application should be submitted to ensure that there is a single point of accountability for a successful outcome.

The SPD does not provide sufficient guidance to encourage non motor vehicle transport use. The Waterbeach Cycling Campaign has proposed an alternative plan for a ring road and prioritised cross site routes for cyclists and pedestrians. I support this alternative plan. https://drive.google.com/file/d/1-J6qULLZyibevSF5mB6ISzfybDUDsq8I/view

Roads within the new town should be clearly programmed to ensure construction traffic and users traffic for the new station do not access the station through the existing village.

More green space should be provided at the southern end of the new town to ensure the existing village continues to benefit from a fen edge landscape.

The supplementary planning document put forward by South Cambs District Council is vague and inaccurate on many details critical for delivering improved pedestrian and cycle infrastructure for the current and future residents of Waterbeach.

Errors include:
The planning document stretches credulity in describing the current path besides the A10 as a cycle path. It is a narrow, poorly maintained strip of tarmac, that is barely fit for one person to walk along, let along two-way foot and cycle traffic. It is the only 'cycle path' in Cambridge where I have nearly seen a cyclist killed. This cannot be relied upon.

Describing Waterbeach as already having 'limited cycling infrastructure'. The existing village has no cycling infrastructure at all. Not even proper cycle access to the wholly inadequate A10 and river routes into Cambridge. Not even bike parking near the green or high street.

Concerning aspects:
Routing traffic to the new station past a primary school, GP surgery and nursery, poses to place the most vulnerable in our community at risk. At risk of direct injury from the traffic and at risk of long term health and developmental problems from the pollution this traffic generates. This has been seen recently in Cambridge, where the road infrastructure feeding the station led to illegal levels of pollution in the adjacent residential roads. There is now overwhelming evidence that pollution poses a major risk to public health, especially of children. This aspect of the plan wholly neglects this serious concern.

The plan proposes to place new schools near major roads. As so much traffic is generated by getting to school, this is encouraging more of the same problems communities are plagued with across the country. In a new town with excellent pedestrian and cycling infrastructure, there is no reason a majority of school trips could not be on foot, bike or scooter.

The response below is as per that ratified by the Economy and Environment Committee of 11th October 2018.
The SPD is supported by the Transport Assessment Team and this section provides key highlights with respect to transport.
There are several aspects of the SPD where the transport objectives and principles will have a significant role in shaping the future development of the New Town. This can be seen in the strategic development objectives of section 3.2, which places strong emphasis on walking, cycling and public transport.
Figure 13 sets out the spatial framework plan for the site setting out the key structural elements of the new town. The key transport proposals are shown in Figures 18, 19 and 20:
Figure 18 illustrates the primary movement network including the primary and secondary streets, and access points from the surrounding area into the town. The plan makes provision for a mass transit route (for instance, the CAM Metro System proposed by the Combined Authority). This plan also highlights that vehicle access will be tightly managed in the town centre - An approach that removes cars from the town centre would be supported by CCC. The primary streets will be the key movement corridors for walking, cycling, vehicles and buses around the town and will be designed to accommodate these modes appropriately.
Figure 19 illustrates the wider movement network, with the addition of key cycle routes (including the Causeway link), a bus only connection to Waterbeach village, and key walking, cycling and equestrian connections between the town and the surrounding area. The SPD highlights that the walking and cycling network within the town should provide a network of routes that are direct, safe, continuous and attractive. Cycling connections beyond the town to north Cambridge, Landbeach, Chittering, Cottenham, Lode, Horningsea, Cambridge Science Park and Cambridge Research Park will be required.
CCC would also seek that the use of walking and cycling should be encouraged through the availability and design of cross town cycle routes, which would link all parts of the town, particularly the railway station. Whilst this is shown in Figure 19, this should be strengthened to enable cross town cycle and pedestrian movements over and above cross town vehicle movements. CCC have previously discussed with SCDC the potential for a perimeter vehicle route around the town, with each residential area to be self contained and only accessible by vehicle from the perimeter road. There is potential to favour cross town walking and cycling links by limiting cross town vehicle movements between residential areas. This is similar to the Cambridge Core Traffic Scheme which limits the ability for cross town vehicle movement. Consequently, the SPD layout and primary road plan should be amended to allow for the perimeter road, and with secondary roads serving self contained residential areas only.
Figure 20 shows the key public transport framework for the town including the relocated railway station, park and ride locations, bus friendly routes, and key public transport connections from the town to the surrounding area. This shows a potential public transport only link between the railway station, through the town centre and towards Cambridge, and safeguards a second public transport route between Waterbeach village and Cambridge Research Park.
Table 8 summarises the key infrastructure that will be required. A key aspect of the transport infrastructure for the new town is the relocated railway station. Table 8 notes that this should come forward at an early stage in the development, with its trigger to be set by the Transport Assessments submitted with both applications for the new town. Work is ongoing with both applicants on this trigger, with the emphasis being that this facility and associated access road should be provided as early as practicably possible within the development.
The SPD also highlights the key findings of the Ely to Cambridge Study strand 2 report. The SPD makes it clear that the full development of Waterbeach is critically dependent on the strategic solutions relating to this study.
The key infrastructure required for the town is set out in the Infrastructure and Delivery Plan in section 6. For transport this sets out the key infrastructure that will form the basis of a heads of terms for the S106 agreements for each outline application.
Additional references should be made in the SPD with regards to locating primary schools away from primary streets, and areas with higher air and noise pollution, but still with vehicle access for teaching staff. Reference should be made to the need for the location of bicycle parking close to dwellings which is easy to use to encourage the use of bicycles rather than vehicles.
Public Rights of Way Team Comments
The Public Rights of Way team in addition have the following comments. These require consideration and inclusion of the needs of PROW's within the SPD text and are also provided separately.
The redevelopment of Waterbeach Barracks provides an opportunity to connect and enhance the existing rights of way network that has been hindered by the presence of restricted MOD land for many decades. We welcome the outline proposals to create good pedestrian and cycle links as part of the development, as they are in accordance with the requirements of the County Council's adopted Rights of Way Improvement Plan to create links with new and existing communities and the existing Rights of Way network. Providing improved non-motorised user (NMU) infrastructure also encourages healthy lifestyles, in line with national and local policies on health and well-being, including those of the Cambridgeshire Health and Wellbeing Board. We are however disappointed that no indication has been made that off-road, leisure and utility routes will be designed and made available to all Non-Motorised Users (NMUs) in the SPD, including equestrian users. We therefore object to the SPD as it currently stands.
We would emphasise the importance of ensuring that good soft-user infrastructure is in place before first occupation and community facilities. Experience from other major developments where occupation of dwellings took place before infrastructure was in place showed that people quickly fell into poor habits, becoming reliant on their own private cars rather than walking or cycling. This was supported by a report entitled 'Lessons From Cambourne' in 2007 that stated:
"There is a lack of connection to surrounding villages and Cambourne is poorly integrated into the surrounding countryside. A new settlement should have good pedestrian and cycle links to local footpaths and bridleways and these rights of way need to be established well in advance of construction."
We expect this site to learn the lessons from Cambourne and ensure good NMU links are provided to surrounding villages, and that these links are delivered well in advance of any occupation.
Unfortunately, it does not appear that the SPD has adequately evaluated the needs of all NMU users, including equestrians. No reference at all is made to off-highway routes being made available to all equestrian users, choosing rather to make reference to 'Walking and Cycleway' links across the site. It therefore does not appear that this submission has met several local policies with regard to NMU provision.
General principles
The County Council's adopted statutory Rights of Way improvement Plan (ROWIP) contains an assessment of the extent to which the local rights of way network meets the present and likely future needs of the public, including the opportunities provided by local rights of way for exercise and other forms of open-air recreation and enjoyment and the accessibility of local rights of way network to new residents. Within the ROWIP there are a number of Statements of Action (SOA) which prioritise specific issues to be addressed and potential solutions and improvements which could be made.
The relevant SOAs in this instance include:
* SOA2 (5) 'Enable increased access to PROW to facilitate healthy lifestyles.'
* SOA3 (1) 'Ensure that RoW are protected from inappropriate use during development and that new facilities are provided to a good standard.'
* SOA3 (3) 'Liaise with planners and developers to provide new countryside access provision to link new development into an enhanced network catering for increased population. To include new routes, status upgrades, improved facilities and improved information, signage and interpretation.'
* SOA5 (3) 'Prioritise bridleway improvements on grounds that bridleway users currently suffer highest risk on roads and bridleway network is currently most disjointed. Ensure that bridleway improvements have least possible effect on pedestrians so as to maximise benefit to widest user community, subject to available funding. Support alternative mechanisms of delivery where necessary.'
The ROWIP would therefore strongly support the delivery of an upgraded Public Right of Way network across the Waterbeach Barracks development. The provision of bridleways instead of cycleways, where appropriate, would also satisfy the aims of the Cambridgeshire Health and Wellbeing Strategy. A copy of the ROWIP and Health and Wellbeing Strategy can be found on our website at https://www.cambridgeshire.gov.uk/residents/travel-roads-and-parking/transport-plans-and-policies/local-transport-plan/ and https://cambridgeshireinsight.org.uk/jsna/health-and-wellbeing-strategy/ respectively.
Whilst there are no recorded public rights of way which cross the development site, we wish to draw your attention to the following points:
* Public rights of way are highways that must remain open and unobstructed at all times, including during site construction. Building materials must not be stored on the public rights of way and contractors' vehicles must not be parked on them (it is an offence under s 137 of the Highways Act 1980 to obstruct a public right of way). A Code of Construction methodology must be agreed with the County Council's Highways Team for any rights of way affected. A methodology was successfully implemented for the development of Greater and Upper Cambourne. Please see the attached document summarising the methodology and the Cambourne Design Guide for reference.
* No alteration to the surface of rights of way is permitted without our consent (it is an offence to damage the surface of a highway under s1 of the Criminal Damage Act 1971).
* Landowners are reminded that it is their responsibility to maintain hedges and fences adjacent to public rights of way, and that any transfer of land should account for any such boundaries (s154 Highways Act 1980).
* The granting of planning permission does not entitle a developer to obstruct a public right of way (Circular 1/09 para 7.1).
* Legal orders to realign or create public rights of way take time and therefore need to be carefully programmed in well in advance to ensure that development can take place as planned. We would request that the developer sets up regular communications with the Asset Information Team to ensure the optimum outcome for this element of the development.
* The local communities should be kept informed as to proposed changes to the network, including any temporary closures that are necessary, as objections can significantly delay progress.
* The development should not only protect existing NMU highways (footpaths, bridleways, cycleways etc.) but should enhance them wherever possible. This should include an aspiration to not only improve NMU movement (including pedestrians, equestrians and cyclists) within the urban area not also to facilitate easy and convenient access into the countryside.
Request for improvements to the Rights of Way network
The improvements listed below would allow the communities of Waterbeach and the new development to have better direct links to communities further afield such as Cottenham, Lode, Wicken and Reach. These improvements when connected to the developer's proposed on-site routes would create an opportunity for a greater circular route in and out of the proposed site for those wishing to follow a longer recreational route beyond Waterbeach. These improvements would significantly add to the health and wellbeing of both communities and users from further afield, in accordance with the policies noted above. These improvements should be secured by direct implementation through the use of a Grampian condition in the first instance or through appropriate S106 obligations.
* The County Council supports the provision of well-established green routes throughout the development. The County Council recommends that the most strategic routes be recorded as Public Rights of Way with the expectation that other connecting routes within the site would remain privately maintainable. This approach has been successfully implemented in Cambourne and at Northstowe. The Masterplan for Cambourne included the provision of new public rights of way which are almost complete. This was an important blueprint and the County Council requests that the SPD be amended to include more PROW along the lines suggested.
* The PRoW network should become an integral part of the development and enhanced, directional signage will need to be incorporated into the development to ensure that future residents are aware of the network available. This could also include the installation of interpretation boards (which can link to wildlife and biodiversity aims) and sufficient inclusion within resident travel plans.
* New links should be provided to surrounding villages to the east and in particular Lode Public Footpath No. 4 which should be upgraded to Bridleway status to reflect its current and likely future usage. This would improve links to Lode from Waterbeach and enable use of the route by pedal cycles and equestrians.
* A Non-Motorised User (NMU) link towards Wicken Fen and Lode should be provided by a new or improved crossing of the River Cam. The crossing point should be suitable for all NMU users' especially equestrian users. This is currently a major barrier to east-west NMU links across the surrounding area and the delivery of a major piece of NMU infrastructure should be promoted when assessing the permeability of a development scheme of this size.
* Public Byway No. 14 (Bannold Drove) should be incorporated into the proposed site layout and improved as a green corridor route. The legal status of the route will require amending to reflect any change in the type of user the route is proposed to accommodate. - The applicant should be required to submit a scheme detailing the proposal for Bannold Drove, and how this is be achieved with a legal change in status by relevant condition.
* Additional NMU links should be provided to enable non-motorised users to travel between the new development and Denny Abbey, Chittering and Stretham to the north. This may involve enhancing the existing Public Footpath No. 15 for which an improvement to Bridleway status would be welcomed to ensure vulnerable users like cyclists and equestrians can travel safely between the development and locations to the north.
* Additional NMU links should be provided to enable non-motorised users to travel between the new development and the nearby villages of Cottenham, Rampton and Landbeach. This may involve enhancing the existing Public Bridleways No. 1 and 2.
* It is noted that the Masterplan indicates several green routes around the perimeter of the site, especially along the north boundary of the site. There should be an aspiration for establishing a circular perimeter route of Bridleway status around the Waterbeach New Town development. This is proving to be highly successful in other large scale developments in Cambridgeshire, such as Cambourne.
* A suitable S106 package should be agreed to enable the County Council to deliver mitigation measures and enhancements to the existing Public Rights of Way network where appropriate. The current picture is one of fragmented and inconvenient footpaths, with very few bridleways or restricted byways which enable wider access to and use of the countryside. There is also very poor linkage to the west of the River Cam and east towards Wicken Fen which should be addressed as part of this application.
The development should provide a green infrastructure scheme, setting out what mitigations and enhancements the development proposes both on and off-site. This should set out the principles of what routes will be promoted and the general standards that would be applied on the routes alignments, surfacing, boundary treatments and legal status. This scheme should be delivered as part of a reserved matters application and should be secured by S106 Agreement or Grampian condition.
The County Council's Asset Information Definitive Map Team therefore objects to the SPD for the reasons cited above. The County Council requests that the above changes are made to the SPD.
The County Council's Definitive Map team are happy to assist the District Council in their understanding of the needs and aspirations for the Public Rights of Way/NMU route network in this area. If you would like to discuss this objection with them, please contact James Stringer on James.Stringer@cambridgeshire.gov.uk

I fully support the comments submitted by the Waterbeach Cycling Campaign, available here: http://www.waterbeachcc.com/2018/10/waterbeach-new-town-spd-consultation.html

Here they are in full: We broadly support the principle of a New Town, and support the South Cambridgeshire District Council (SCDC) vision to have a development with high levels of active transport (cycling and walking), but are concerned that the SPD does not go far enough to deliver such a development.

We have major concerns with the impact that the development will have on the existing village, especially for residents in the Cody Road area. The SPD needs to be much stronger to ensure that impacts on the existing village are limited.

Our concerns with the SPD, and improvements that we would like to see to the SPD are outlined below. To make this consultation response clear, we have put structured this document using the same titles as in the document, have put quotations from the SPD in red, with WCC comments and proposals for changes to the SPD in blue. We have used bold to emphasise our key objections.

We are disappointed to see that the SPD is essentially a combination of the two outline planning applications which have already been submitted by the two New Town developers - Urban and Civic, and RLW. It appears as though the production of this document has been driven by these developers rather than the District Council. The vision presented by SCDC in Section 3 is commendable, but the proposals presented in the subsequent chapters do not support this vision.



Section 2 - Site Context.

This section discusses the context of the development site within the existing area. To improve the context regarding cycling, this section needs reviewing and updating:

The statement on page 17, "National Cycle Route 11 links Waterbeach railway station with Cambridge along the River Cam, with potential links to a widespread network of routes on the eastern side of the river" needs amending to acknowledge the historic issues with developing this route East of Waterbeach. We suggest adding "Attempts have been made to complete the gap in the NCN11 path, linking Waterbeach to Ely and other routes to the East, but difficulties with landowners have not made this possible".



The statement on page 17, "There is a cycle path running along parts of the A10 to the south of the site" needs amending to acknowledge the dangerous state of this section of cycle route. We suggest "There is a poorly maintained and dangerous cycle path running directly alongside the A10 south of the site to Milton"



The statement on page 17, "There is limited existing cycling infrastructure within the village or connecting into the site" is incorrect. This needs amending to say "There is no existing cycling infrastructure within the village or connecting into the site".



Section 3 - Vision

This section gives the vision for the development. We support much of this vision, but the SPD does not provide evidence to realise the vision. Much of this consultation response offers changes to the SPD to help improve the SPD such that the SCDC vision can be met.



We fully support the aspiration for a development that is (page 29), "WELL CONNECTED - Easy to move around, in an environment where active travel and public transport are the norm." There is little evidence in the SPD that the new town will meet this aspiration.



We fully support the statement in the vision (page 30) that, "Walking and Cycling will be given priority", but there is little other evidence in the SPD that this will be the case. An additional clause is required in Section 6 under "Pedestrian and Cycling infrastructure (page 118) to give pedestrians and Cyclists priority. This table should have an entry as follows:

Infrastructure Scheme


Description


Other Columns...

Pedestrian and Cycle routes within the new development


Segregated Cycle routes built along all roads within the development will give cyclists priority through all junctions. Pedestrians will be segregated from Cyclists on all routes.


TBC by SCDC.



Section 4 - Towards a spatial framework

This section establishes the key structuring elements of the New Town. Many of these elements will encourage a development with high levels of car use, which does not support the SCDC vision laid out in Section 3.



The SPD proposes (page 40), "A small car park located at the existing entrance to the barracks could enable residents of the village to park close to and then walk to the new town centre." This does not support the SCDC vision stated in Section 3, and WCC strongly oppose this proposal, and request this proposal is removed from the SPD. A car park in this location will:

● Encourage existing residents to drive around the village rather than walk, cycle or use public transport.

● Increase traffic within the village, making the roads more hostile to pedestrians and cyclists.

● Reduce footfall into existing village facilities (shops, eateries).

A small number of disabled only parking spaces close to the town centre (within the development) could be provided for those who have a genuine need to use cars to reach the town centre.



There is a proposal (on page 41) that, "A separate access to the railway station from the village will be created and retained for the benefit of residents of the village and from Horningsea, utilising access from Cody Road". This does not encourage active travel as laid out in the Vision in Section 3 and we strongly oppose this proposal. This proposal:

● Will bring additional traffic through a predominantly residential area within the existing village. Cody Road is the main route for parents and children to access Little Stars Nursery - many of whom walk and cycle. It is also used by residents of the Cody Road estate to take children to school and to walk or cycle into the rest of the village.

● Will encourage existing residents to drive to the new station rather than walk or cycle.

● Will be used as a route for villagers from Landbeach and Cottenham to drive through the village to the station as well as those from Horningsea.

● Will add more traffic to the staggered junction from Way Lane onto Cody Road. This is already busy, and a dangerous crossing to make on bicycle. Adding more traffic to this junction is not acceptable.



RLW have claimed in their transport assessment that there will be no additional journeys made through the village, as traffic currently travels through the village to the existing station. Rerouting this traffic through the village to the relocated station will result in these cars passing close to the GP Surgery, Primary School and Little Stars Nursery- which leads to an unacceptable risk to the people (including children), who regularly use these facilities. Additionally, the longer (8 car) trains and large carpark proposed at the station will lead to increased use of the station and more journeys made by car, all of which will pass along Cody Road.



We would like to see all traffic to the new station (including that from the existing village) to be routed through the New Town. This will help drive a modal shift from car to walking/cycling for journeys made to the station from the existing village, and will reduce traffic in the Cody Road area.



Figure 17 (page 42) shows a school located at the A10 entrance of the development site. We strongly oppose this proposal. Locating a school here will encourage parents to drop children off by car, and continue to commute to their workplace by car. Additionally, the proximity of the school to the A10 will lead to elevated exposure to air pollutants for school children.



To encourage fewer car journeys (and to change the mind-set of the next generation of children such that they consider cycling and walking to be the normal modes of transport), schools need to be located away from the primary street network with a 'No parking' zone around them. This is commonplace in Europe and is becoming more popular in UK - eg in Hackney https://www.hackney.gov.uk/school-streets and has considerable air quality benefits for school children both in school, and during their journeys to and from school. Studies have found that people are exposed to higher levels of air pollution inside a vehicle than those cycling or walking outside because particulates build up inside the vehicle[1]. This innovative and important initiative should be used within the New Town, and be enforced through a criterion in the SPD.



Figure 17 (page 42) does not have a complete key, it is unclear what the pink lines on this figure are representing. Please can you provide a complete key?



The criteria for the future location and design of schools (page 43) includes "proximity to primary and secondary road network." This is an unacceptable criterion for both active travel and air quality reasons, and will lead to high levels of car use within the development. This will make journeys by car the easiest way for parents to drop their children off at school, who then will likely continue by car to their place of employment. This clause needs removing from the SPD and replaced with a clause supporting 'no parking zones' around all schools as discussed above.



The primary movement network is presented in Figure 18 on page 45. This shows a highly interconnected road network for cars, with routes bisecting the new town as a whole. This network will encourage car use for journeys within the development, with cars being able to make direct routes between destinations within the development. This road network will also bring external traffic through the middle of the development site. Crossing this road will discourage walking and cycling within the site. The two primary routes bisect at the town centre where there will be the highest concentration of pedestrians and cyclists. We strongly oppose these proposals, which is contrary to the SCDC vision of prioritising walking and cycling.

We propose primary routes are taken around the edge of the site, with radial connections linking sectors of the development site to the primary route. Connections linking sectors of the development through the middle of the site should be limited to pedestrians, cyclists and public transport. This model has been used great effect in the Netherlands, for example the town of Houten[2]. The primary road network for Waterbeach New Town needs to be taken back to the drawing board to make sure that the development meets the vision of a development with high levels of active transport.

Statements on page 45-46 are directly contradictory:

● Development proposals must emphasise and prioritise sustainable patterns of movement across the New Town (see Principle 1).

● The primary street network will play a key role in the wider character and legibility of the site, as well as being key vehicle routes. Quality of the public realm and surrounding built environment is essential to creating routes which are attractive for walking, cycling and public transport, and which connect rather than divide neighbourhoods.

● The Primary route/ high street will also be a highly active location where social life takes priority over vehicle movement. It will be appropriate to limit and tightly manage vehicle access to the high street and town centre area

The proposal shows a primary route through the middle of the town. Providing a "highly active area" which is "attractive for walking, cycling and public transport" is incompatible with a primary route through the area. This needs to be improved by adopting a different model, such as the Houten model mentioned above.

Page 46 has a proposal that "All pedestrian and cycle routes will be direct, safe, continuous and attractive." It would be good to expand this to include "and also be designed with strong natural surveillance to bolster personal security".

Page 46 lists a link to Chittering as a strategic walking and cycling route, but Figure 31 on Page 70 does not show this as a strategic connection. It is important that this connection is given the status of a strategic connection, with a surface suitable for all weather journeys. Residents in Chittering (which is part of Waterbeach parish) will want to access the New Town and existing village facilities, and currently have no options for cycling to the south.

Page 47 states that "All pedestrian and cycle routes will be direct, safe, continuous and attractive." How can this be the case if they are broken up by primary and secondary vehicle routes? The SPD requires firm guiding principles to make direct, safe, and attractive routes.

Figure 20 on page 49 shows a "potential future additional public transport only link". WCC are supportive of this proposal, as long as it replaces the primary road for all vehicles. This will make the New Town less interconnected for car transport. This 'potential future' link needs to be redefined as a 'definite' link, either through a trigger point mechanism or simply by making the route a public transport only route from day 1.

There is no key for Figure 24 on page 54, with several different line types and colours used. Please update this figure in the final SPD.

The Bounds route is discussed on page 55 -it needs to be made clear which key destinations and which "long distance walking and cycling routes" will be incorporated into this proposal, as the route seems to serve very little strategic purpose.

On page 60 there is a proposal that, "Some of these proposed dwellings will use the proposed new vehicular access road serving the proposed relocated train station for their access". WCC strongly object to this proposal. We propose that this statement is removed, and there be a clause in the SPD that "All dwellings in the New Town will be connected to the New Town road network and not the village transport network". It is unacceptable for there to be a vehicular link between the village and the new town.

Figure 29 on page 61 shows connections across the land ownership boundary on primary and secondary routes, but not cycle and pedestrian routes (only the vaguely worded "other connections"). It is important that connections across the land ownership boundary for cycle and pedestrian routes are agreed within the SPD as these will become important links through the development. These cycle and pedestrian routes must be afforded the same importance in the SPD as that given to primary/secondary road links. We foresee routes not being built, or being built in suboptimal locations unless they are agreed at this stage. Please update the figure to provide firm proposals for these connections.

Table 6 on page 67 gives the land use budget for the development. This table does not include any land allocation for pedestrian/cycle paths off road. This table needs to be amended with an entry for cycle/footpaths to ensure that sufficient land is allocated from the outset for this infrastructure.

In Table 8 starting on page 72, it is stated that (page 73) "Sustainable modes of travel should be phased at the earliest opportunity". This is too vague - this statement should be replaced by "Sustainable modes of travel should be phased before first occupation"

Table 8 also states (page 73) - "Off-site contributions should also be sought to address the current gap on National Cycle Route 11 between Waterbeach village and south of the River Cam, which breaks up due to a missing bridge." This is incorrect - the break is due to landowner disputes to the East of the river Cam. The reference to "Ditton Meadows" needs to be removed from this paragraph as this is several miles south of Waterbeach in Cambridge City.

WCC propose the additional items to be added to Table 8 (Summary of Structuring elements (fixes).

● Provide safe and secure bike parking close to the street entrance of every dwelling, with space for at least 1 bike per bedroom, to make it as easy to get on a bike as to pick up the car keys.

● Provide safe and secure cycle parking at community, retail, school and commercial premises with all cycle parking to be adequately sheltered from the weather.

● On primary and secondary routes, provide segregation of vehicles and cycles and between cycles and pedestrians.

● Strategic cycle/walking connections to other places should be in place:

o sec 106 funding for the Greenway if not already funded by GCP

o Bridges over the A10 to research Park and Landbeach

o Mere Way to north west Cambridge (as proposed by U&C)

o Upgrade of the A10 path (as proposed by U&C)

o Link to Chittering

o Link to Cottenham

o All cycle ways to provide access for cargo bikes and trailers

o All cycle ways to be wide enough given likely high flow rates (as per the vision)



Section 5 - Guiding Principles

Figure 32 on page 84 shows the primary walking and cycling routes being the same as the primary and secondary roads. On page 83, it is stated that Primary streets will include segregated cycle paths, but there is no mention of secondary streets. Cyclists and motor traffic must be segregated on all streets including secondary routes. This is important to make sure that children and other less confident cyclists use cycling as an everyday mode of transport.

On page 85 is the proposal, "When the rail station is relocated, a separate access to the rail station will be created through the village to enable existing residents of the village to be able to access the station without having to go out onto the A10 and access it through the New Town." WCC strongly oppose this proposal which must be removed from the SPD if SCDC want to achieve their vision of transportation mode shift from everyday car use to other modes of transport (page 7).

On page 85 is the proposal, "Vehicular connections between the village and the new town will be restricted to public transport only. This could be enforced by the use of a bus gate or similar restriction." To ensure that this is delivered, this measure should be a fix, not a guideline.

On page 86 is the proposal "Streets which have a limited role in the movement network should be laid out to discourage through-traffic. A filtered grid of residential streets can facilitate this whilst retaining permeability and a choice of routes for pedestrians and cyclists." To ensure that this is delivered, this measure should be a fix, not a guideline.

On page 87 are proposals for mitigating impacts on the surrounding road network. These should also be fixes rather than guidelines.

Page 88 states that, "In order to mitigate the impact upon the A10, the development must achieve a significant modal shift towards public transport and active travel", and then goes on to describe the following highway improvements: "Strategic highway improvements that could include on or off line dualling of the A10 corridor, and upgrades the junctions on the corridor including Milton Interchange", and, "Local highway improvements to mitigate development impacts at all points where capacity challenges are identified". These two measures will achieve the opposite of modal shift, and will ensure that the development becomes car-centric. These measures should be entirely removed from the SPD.



These 'improvements' to the road network will have an air quality impact. Developments should not be allowed[3] where they are likely to adversely impact an Air Quality Management Area (AQMA). The closest AQMA to the development site is the A14 at Milton. It is essential that impact upon the A10 be mitigated to avoid reducing air quality within this AQMA.

On page 89 is the statement, "Key cycle and bus connections to Cambridge and other key destinations should be phased at the earliest opportunity. The relocated railway station should also be provided as early in the development as possible." This is too vague and needs to be reworded so that the measures are provided before first occupation. It is important that there is a behaviour of active transport from day one. If new residents begin using their cars for common everyday journeys because the infrastructure is not built, it will be more difficult to achieve the behavioural shift later.

Additional guiding principles for Movement and Place should focus on the following concepts:

For any given trip within the new town (eg - from any dwelling to the local school, nearest shop, train station and leisure facilities), taking the trip by walking or cycling should always be quicker than taking the car. We recognise that some people are reliant on cars (eg people with disabilities, or people carrying large amounts of luggage), and do not want to make car driving around the site impossible, but we want to make sure that it is always easier and quicker to cycle or walk to common everyday destinations, such that this becomes the norm.
Cycle and walking routes should be made to be direct rather than winding, such that cycling and walking becomes the quickest and easiest options for any trip within the development.
Cycle routes should be segregated from footpaths to reduce conflict between pedestrians and cyclists.
Cycleway design parameters should be taken from 'Designing for Cycle Traffic' by John Parkin (Institute of Civil Engineers Publishing, 2018)2 and Interim Advice Note (IAN) 195/16 by Highways England.

Section 6 - Delivering the place

The proposals in 6.2 - Infrastructure Delivery Plan have "trigger" points which defines when the infrastructure will be delivered. WCC have proposed some changes to certain trigger points below, such that active transport is available as an option from Day 1 for all residents of the new town.

● On page 118 are proposals for "Improved and new foot/cycleway from Waterbeach to north of city (including bridge over A10)", with the vague trigger "To be identified through the transport assessment process". This trigger must be changed so that this link is available pre-occupation, as new residents are likely to work in Cambridge and the current options for cycling to Cambridge are dangerous (A10 cycle route) or not suitable for commuting (Hayling Way - river path).

● It is important that the link to Cottenham (page 119) is delivered pre-occupation. This is the location of the secondary school for the development up to the point where the first secondary school will be built in the New Town (trigger point 2000 houses), which is likely to occur at around 2030. It is important that children have the opportunity to cycle to school for the first few years of the development.



● The traffic calming and improvements to junctions within Waterbeach village, on page 121 need to be delivered pre-occupation, or at least before the Train Station is relocated, as the measures will help to mitigate traffic impacts on the village from the Train Station move.



● It is important that the A10 junction (southern access) road on page 122 is delivered pre-occupation, as this will ensure that there is a link to the new station for traffic from outside the village, and will provide a route for construction traffic to access the RLW portion of the site without using the village road network.



Page 140 describes work to be carried out in Phase 1 of the New Town development. To ensure there is no traffic brought through the existing village to the new station, the following bullet point should be added to this list:

● Direct access from the A10 to the relocated station for traffic to access the new station.



Figure 34 on page 141 seems crucial to understanding the phasing of the development, but there is no key provided, and no indication of where the first houses will be located within the phase. It seems to suggest houses will be built along the primary road network, which could be a disaster for sustainable transport aspirations. More clarification is needed in this figure.

We would like to see the first houses built closest to the existing village. This will help to form a joined-up community, rather than resulting in 'us and them' mentality if developments were separate. Building close to the existing village will also provide New Town residents with access to the existing village facilities, and will provide local shops and pubs with more business.

Section 6.5 on Page 142 describes Monitoring, Review and Implementation for the development. We propose adding an ambitious target modal share by walking/cycling to the 'Critical Areas' listed on page 142. Houten achieves a 'Non-motorised mode share' of 55%, and there is no reason that Waterbeach New Town could not achieve a similar percentage. A non-motorised model share target of 50% should be added to this section, with monitoring, review and implementation actions to be carried out to ensure that this target is met.

WCC are interested in being a member of the Transport Strategy Review Group mentioned on Page 145. Please could you let us know more about this group such that we can become a member in due course?

Other Issues not covered in the SPD

Routing of Construction Traffic

There is no mention in the SPD of routing of construction traffic for the development. We have concerns that RLW will route construction traffic for their development through the existing village and along the (consented) route to the relocated train station off Cody Road. We cannot accept an SPD which allows construction traffic for the new town to be routed through the village - all construction vehicles need to be routed through the development site directly from the A10 - both for the U&C and RLW developments.



We would like to organise a workshop to discuss this consultation response further. We would like our proposals to be taken seriously and the views of the community to be taken on board in this important planning document which will shape the community that we live in for the decades to come. Our contact details are below - please can you get in touch to arrange a meeting to discuss our consultation response.

To whom it may concern,

I would like to formally object to the current 'high level vision' set out
in the Waterbeach New Town SPD. The absence of concrete measures for limiting traffic proliferation on Station Road, and providing Station Road residents with direct, safe access to the relocated station severely impacts our health, safety and way of life. My concerns are explained in detail in the attached.

Like many Waterbeach residents, I support the principle of a New Town, and
support the South Cambridgeshire District Council (SCDC) vision to have a
development with high levels of social, outdoor and active transport
(cycling and walking). I am very concerned that the SPD falls way short of
delivering such a development.

As a resident of Station Road, no more than four minutes' walk from the
existing train station, I have major concerns with the impact that the
development will have on the existing village, particularly the very narrow
and already-crowded Station Road. I am also concerned for residents in the
Cody Road area, particularly given the proximity to schools and the Little
Stars nursery. The SPD needs to be much stronger to ensure that impacts on
the existing village are limited, and to ensure that existing villages feel
welcome and a part of the new development, rather than isolated and 'left
behind' with all the developments and improvements north of the existing
village.

Particularly, I am concerned that without expanding capacity on the A10, or creating a bypass. Station Road will degrade from a 'rat run' to 'arterial route'. I feel very strongly that this must be avoided to retain the liveability of the historic core of the original village. To secure this, on-street parking should be retained
and enhanced on the road so as to act as a traffic calming measure. See attached document for details.

My concerns with the SPD, and broad improvements that I would like to see
to the SPD are outlined below:

Section 2 - Site Context.
This section discusses the context of the development site within the
existing area. To improve the context regarding cycling, this section
needs reviewing and updating:
- The statement on page 17, "National Cycle Route 11 links Waterbeach
railway station with Cambridge along the River Cam, with potential links to
a widespread network of routes on the eastern side of the river" needs
amending to acknowledge the historic issues with developing this route East
of Waterbeach. I suggest adding "Attempts have been made to complete the
gap in the NCN11 path, linking Waterbeach to Ely and other routes to the
East, but difficulties with landowners have not made this possible".
- The statement on page 17, "There is a cycle path running along parts of
the A10 to the south of the site" needs amending to acknowledge the
dangerous state of this section of cycle route. I suggest "There is a
poorly maintained and dangerous cycle path running directly alongside the
A10 south of the site to Milton"
- The statement on page 17, "There is limited existing cycling
infrastructure within the village or connecting into the site" is
incorrect. This needs amending to say "There is no existing cycling
infrastructure within the village or connecting into the site".

Section 3 - Vision

I fully support the aspiration for a development that is (page 29), "WELL
CONNECTED - Easy to move around, in an environment where active travel and
public transport are the norm." However, there is very little evidence in
the SPD that the new town will meet this aspiration.

I fully support the statement in the vision (page 30) that, "Walking and
Cycling will be given priority", but this appears as mere lip service as
there is little other evidence in the SPD that this will be the case. An
additional clause is required in Section 6 under "Pedestrian and Cycling
infrastructure (page 118) to give pedestrians and Cyclists priority, such
as "Segregated Cycle routes built along all roads within the development
will give cyclists priority through all junctions. Pedestrians will be
segregated from Cyclists on all routes."

Section 4 - Towards a spatial framework

This section establishes the key structuring elements of the New Town.
Many of these elements will encourage a development with high levels of car
use, which does not support the SCDC vision laid out in Section 3, and
directly puts at risk, and undermines, the health and well-being of
existing and new residents.

The SPD proposes (page 40), "A small car park located at the existing
entrance to the barracks could enable residents of the village to park
close to and then walk to the new town centre." This does not support the
SCDC vision stated in Section 3, and I like many others STRONGLY oppose
this proposal, and request this proposal is removed from the SPD. A car
park in this location will:
- Encourage existing residents to drive around the village rather than
walk, cycle or use public transport.
- Increase traffic within the village, making the roads more hostile to
pedestrians and cyclists.
- Reduce footfall into existing village facilities (shops, eateries).

A small number of disabled only parking spaces close to the town centre
(within the development) could be provided for those who have a genuine
need to use cars to reach the town centre.

There is a proposal (on page 41) that, "A separate access to the railway
station from the village will be created and retained for the benefit of
residents of the village and from Horningsea, utilising access from Cody
Road". This does not encourage active travel as laid out in the Vision in
Section 3 and I strongly oppose this proposal. This proposal:
- Will bring additional traffic through a predominantly residential area
within the existing village. Cody Road is the main route for parents and
children to access Little Stars Nursery - many of whom walk and cycle. It
is also used by residents of the Cody Road estate to take children to
school and to walk or cycle into the rest of the village.
- Will encourage existing residents to drive to the new station rather than
walk or cycle.
- Will be used as a route for villagers from Landbeach and Cottenham to
drive through the village to the station as well as those from Horningsea.
- Will add more traffic to the staggered junction from Way Lane onto Cody
Road. This is already busy, and a dangerous crossing to make on bicycle.
Adding more traffic to this junction is not acceptable.

RLW have claimed in their transport assessment that there will be no
additional journeys made through the village, as traffic currently travels
through the village to the existing station. Rerouting this traffic through
the village to the relocated station will result in these cars passing
close to the GP Surgery, Primary School and Little Stars Nursery - which
leads to an unacceptable risk to the people (including children), who
regularly use these facilities. Additionally, the longer (8 car) trains and
large carpark proposed at the station will lead to increased use of the
station and more journeys made by car, all of which will pass along Cody
Road. I would like to see all traffic to the new station (including that
from the existing village) to be routed through the New Town. This will
help drive a modal shift from car to walking/cycling for journeys made to
the station from the existing village, and will reduce traffic in the Cody
Road area.

On page 60 there is a proposal that, "Some of these proposed dwellings will
use the proposed new vehicular access road serving the proposed relocated
train station for their access". I strongly object to this proposal and
would like to see this statement is removed, and that there be a clause in
the SPD that "All dwellings in the New Town will be connected to the New
Town road network and not the village transport network". It is
unacceptable for there to be a vehicular link between the village and the
new town.

Figure 29 on page 61 shows connections across the land ownership boundary
on primary and secondary routes, but not cycle and pedestrian routes (only
the woolly wording "other connections"). It is important that connections
across the land ownership boundary for cycle and pedestrian routes are
agreed within the SPD as these will become important links through the
development. These cycle and pedestrian routes must be afforded the same
importance in the SPD as that given to primary/secondary road links. We
foresee routes not being built, or being built in suboptimal locations
unless they are agreed at this stage. Please update the figure to provide
firm proposals for these connections.

In Table 8 starting on page 72, it is stated that (page 73) "Sustainable
modes of travel should be phased at the earliest opportunity". This is too
vague - this statement should be replaced by "Sustainable modes of travel
should be phased before first occupation".

Section 5 - Guiding Principles

On page 85 is the proposal, "When the rail station is relocated, a separate
access to the rail station will be created through the village to enable
existing residents of the village to be able to access the station without
having to go out onto the A10 and access it through the New Town." We do
not want this. I STRONGLY oppose this proposal which must be removed from
the SPD if SCDC want to achieve their vision of transportation modal shift
from everyday car use to other healthier and more environmentally-friendly
modes of transport.

Page 88 states that, "In order to mitigate the impact upon the A10, the
development must achieve a significant modal shift towards public transport
and active travel", and then goes on to describe the following highway
improvements: "Strategic highway improvements that could include on or off
line dualling of the A10 corridor, and upgrades the junctions on the
corridor including Milton Interchange", and, "Local highway improvements to
mitigate development impacts at all points where capacity challenges are
identified". These two measures will achieve the opposite of modal shift,
and will ensure that the development becomes car-centric. These measures
should be entirely removed from the SPD.

Additional guiding principles for Movement and Place should focus on the
following concepts:

- For any given trip within the new town (e.g. - from any dwelling to the
local school, nearest shop, train station and leisure facilities), taking
the trip by walking or cycling should always be quicker than taking the
car. I recognise that some people are reliant on cars (eg people with
disabilities, or people carrying large amounts of luggage), and do not want
to make car driving around the site impossible, but we want to make sure
that it is always easier and quicker to cycle or walk to common everyday
destinations, such that this becomes the norm.
- Cycle and walking routes should be made to be direct rather than winding,
such that cycling and walking becomes the quickest and easiest options for
any trip within the development. For example, as a resident of Station
Road, I strongly support a pedestrian and bike friendly track-parallel path
leading directly from the existing station site to the new station site,
rather than having to quadruple my current journey by walking through the
existing village on busy roads with narrow pavements.
- Cycle routes should be segregated from footpaths to reduce conflict
between pedestrians and cyclists.
- Cycleway design parameters should be taken from 'Designing for Cycle
Traffic' by John Parkin (Institute of Civil Engineers Publishing, 2018)2
and Interim Advice Note (IAN) 195/16 by Highways England.

Section 6 - Delivering the place
- The traffic calming and improvements to junctions within Waterbeach
village, on page 121 need to be delivered pre-occupation, or at least
before the Train Station is relocated, as the measures will help to
mitigate traffic impacts on the village from the Train Station move.
- It is important that the A10 junction (southern access) road on page 122
is delivered pre-occupation, as this will ensure that there is a link to
the new station for traffic from outside the village, and will provide a
route for construction traffic to access the RLW portion of the site
without using the village road network.
- Section 6.5 on Page 142 describes Monitoring, Review and Implementation
for the development. I propose adding an ambitious target modal share by
walking/cycling to the 'Critical Areas' listed on page 142. Houten achieves
a 'Non-motorised mode share' of 55%, and there is no reason that Waterbeach
New Town could not achieve a similar percentage. A non-motorised model
share target of 50% should be added to this section, with monitoring,
review and implementation actions to be carried out to ensure that this
target is met.

I very strongly support the alternative vision set out by the Waterbeach
Cycling Campaign for how the New Town should be developed. They have called
this the "People First" Vision, as it puts the needs of people before the
needs of motor vehicles. The new proposed plan has been published as a pdf
on the Waterbeach Cylcling Campaign website and is also attached. I am also
attaching the accompanying explanatory document explaining the design
principles, again laid out by the WCC. I, like so many of my neighbours,
want to see a vibrant, thriving, healthy community, with cycling and
walking used for all everyday journeys.

SUMMARY

I support the proposed New Town and the SCDC vision to have a development
with high levels of cycling and walking. However, the existing SPD will not
deliver such a development, instead prioritising the use of motorised
vehicles to the detriment of existing and New Town residents.
I support the alternative vision put forward by Waterbeach Cycling Campain
for a plan that:
1) Prioritises walking and cycling over driving
2) Keeps schools and pre-schools away from busy roads
3) Encourages the routing of traffic from the existing village to the New
Town along the A10 rather than through the village.

As a resident of Landbeach, I request that good transport links to/from Landbeach be incorporated into the plans at an early stage, so that residents of Landbeach are able to benefit from the facilities provided in Waterbeach New Town. I particularly mean public transport links and safe, convenient links for walking & cycling.

It is essential that road infrastructure from the A10 to the new station location is in place before station construction is started. Under no circumstances should construction traffic be routed through residential areas of Waterbeach village, in particular Bannold Road and Cody Road.

All A10 upgrades should be in place before construction of housing starts.