Question 35a
Comment
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 29252
Received: 09/12/2014
Respondent: Ben Cofield
Orbital bus, with new rail/river crossing to Wadloes Road
Pedestrianised existing Cowley Road, with traffic rerouted on a new road adjacent to the sewage works
Pedestrianised area around the new square (as featured on map)
Buses running until midnight with stops on the new Cowley Road (B on map)
Of course we should make this area as sustainable as possible. I propose making the area developed on the current P&R site and driving range be pedestrianised with shops and restaurants at ground level. If and when the sewage works are moved, that area need not be pedestrianised, however not only should all buses pass through the station, with a new stop towards the end of the new Cowley Road (as indicated by B on the attached map), but there should be new buses, an orbital one for example, which will allow people better options to leave their car at home. The number 4 used to be great for getting people to Grafton Centre and Newmarket Road, but now people on Milton Road have to rely on the extremely unreliable number 9 or the C. Cambridge North should have buses which stop on Milton Road and run until midnight. All buses in Cambridge should run until midnight anyway - it would benefit all traders and restaurants. The orbital route would of course depend on a new rail and river road bridge/tunnel from Wadloes Road, which is essential to support the new area. One access road will be completely insufficient. I would also like to see a river taxi, which could become a tourist feature, like the Georgina. Perhaps the Council could adopt the Georgina and run it as a taxi? Of course, cycling should be at the heart of the development, and as well as the Chisholm Trail, the existing Cowley Road needs to be pedestrianised too.
Comment
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 29576
Received: 23/01/2015
Respondent: Mrs Sasha Wilson
Orbital bus routes also for local residents
Orbital bus routes also for local residents
Comment
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 29618
Received: 27/01/2015
Respondent: Cllr Anna Bradnam
Bus routes from the north (A10/Waterbeach/Milton) should be routed via the new station to improve connectivity via public transport and buses should run every day and up to midnight, to encourage people to use the bus.
Bus routes from the north (A10/Waterbeach/Milton) should be routed via the new station to improve connectivity via public transport and buses should run every day and up to midnight, to encourage people to use the bus.
Support
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 29691
Received: 02/02/2015
Respondent: Brookgate
Agent: Bidwells
Brookgate support the setting of a modal share target for the CNFE. The 24% car trip target should be applied to trips that have an origin and destination within Cambridge City only, recognising that short urban trips have the highest propensity to be undertaken on foot, by bicycle or public transport.
Brookgate support the setting of a modal share target for the CNFE. The 24% car trip target should be applied to trips that have an origin and destination within Cambridge City only, recognising that short urban trips have the highest propensity to be undertaken on foot, by bicycle or public transport.
Object
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 29793
Received: 30/01/2015
Respondent: CODE Development Planners Ltd
Agent: CODE Development Planners Ltd
The modal share target set for of 24% car trips by 2031 is an aspirational target, it is not clear how this will be obtained or monitored, it should also be noted that there is an obvious funding gap in the Councils transport infrastructure plans.
Paragraph 154 of the NPPF advises that Councils should be aspirational but realistic. Due to transportation infrastructure funding gaps it is doubtful if this target is realistic.
The modal share target set for of 24% car trips by 2031 is an aspirational target, it is not clear how this will be obtained or monitored, it should also be noted that there is an obvious funding gap in the Councils transport infrastructure plans.
Paragraph 154 of the NPPF advises that Councils should be aspirational but realistic. Due to transportation infrastructure funding gaps it is doubtful if this target is realistic.
Object
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 29823
Received: 31/01/2015
Respondent: Mr David Collier
Matching the modal share target is not ambitious enough. It should be possible to do much better than in other areas of Cambridge. When working within the constraints of an existing road network, improvements for pedestrians and cyclists in particular are difficult to achieve. In developing a new area there is no reason to repeat those mistakes, and a much better modal share should be achieved.
Matching the modal share target is not ambitious enough. It should be possible to do much better than in other areas of Cambridge. When working within the constraints of an existing road network, improvements for pedestrians and cyclists in particular are difficult to achieve. In developing a new area there is no reason to repeat those mistakes, and a much better modal share should be achieved.
Comment
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 29922
Received: 02/02/2015
Respondent: Cambridgeshire County Council
All options will require more detailed transport assessment work to understand the transport implications, across all modes, of the proposals including their inter-relationship with emerging proposals under development by the County Council as part of the City Deal programme. Although this is true of all options, this is particularly the case for those that propose higher levels of development which might require significant transport intervention to ensure that transport impacts are not severe. This applies to both the local networks (walk, cycle, bus, and highway) and also the strategic road (i.e.: Highways Agency) and rail (i.e.: Network Rail) networks.
All options will require more detailed transport assessment work to understand the transport implications, across all modes, of the proposals including their inter-relationship with emerging proposals under development by the County Council as part of the City Deal programme. Although this is true of all options, this is particularly the case for those that propose higher levels of development which might require significant transport intervention to ensure that transport impacts are not severe. This applies to both the local networks (walk, cycle, bus, and highway) and also the strategic road (i.e.: Highways Agency) and rail (i.e.: Network Rail) networks.
Object
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 30037
Received: 02/02/2015
Respondent: Orchard Street Investment Management LLP
Agent: Beacon Planning
The absence of any information about traffic generation means it is impossible to assess if this target is achievable.
The absence of any information about traffic generation means it is impossible to assess if this target is achievable.
Object
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 30192
Received: 02/02/2015
Respondent: Grosvenor Developments
Agent: AECOM
No additional comment
No additional comment
Object
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 30337
Received: 02/02/2015
Respondent: Coulson Building Group
I support Option C.
I support Option C.
Support
Cambridge Northern Fringe East AAP - Issues and Options
Representation ID: 30522
Received: 02/02/2015
Respondent: Cambridge City Council
Option A. This may be challenging to deliver given the potential employment levels created here and the regional draw to such employment. It is considered that a target is required but this needs to be realistic and challenging.
See attached document