Policy 18: Cycle Parking
Support
Draft North East Cambridge Area Action Plan
Representation ID: 54342
Received: 05/10/2020
Respondent: mr paul murray john
Sufficient provision of good, secure, cycle parking is an important way to encourage cycling. But, the challenge will be in maintaining this. A solution must be found to who has responsibility for maintaining the quality and availability of cycle parking in the future, otherwise it will be overrun by cheap abandoned cycles.
Sufficient provision of good, secure, cycle parking is an important way to encourage cycling. But, the challenge will be in maintaining this. A solution must be found to who has responsibility for maintaining the quality and availability of cycle parking in the future, otherwise it will be overrun by cheap abandoned cycles.
Comment
Draft North East Cambridge Area Action Plan
Representation ID: 54523
Received: 05/10/2020
Respondent: Cambridge Cycling Campaign
Residential cycle parking should allow a minimum of one space for each child or adult in the development, plus facilities for large cycles or cycle accessories (such as child seats and trailers) which are key enablers of a car-free lifestyle. At least one in 10 spaces should accommodate non-standard cycles such as cargo bikes or handcycles. One quarter of disabled commuters in Cambridge travel to work by cycle and this has the potential to be much higher with the right infrastructure and facilities such as spacious, secure cycle parking. Residential cycle parking must never be two-tier, high-low or [semi-]vertical racks; it must be at least as accessible to people of all abilities as the Local Plan requires and we encourage going above and beyond current policy to deliver very high-quality cycle parking.
Cycle parking at employment and community spaces, shops, services and in the public realm should be easy to find and convenient to use. Cycle parking should be safe and secure with stands that are accessible to different types of rider and cycle. We support the guidance that encourages innovative cycle parking solutions including spaces for shared cycles and the incorporation of cycle maintenance facilities, with the caveat that the design of cycle parking itself should always prioritise ease of use over aesthetics. Properly spaced Sheffield stands or A-stands are close to ideal cycle parking provision; they must be concreted into the ground for security. [Semi-]Vertical cycle parking must not be installed because it is not suitable for all ages and abilities. Two-tier cycle parking should be avoided even where permitted and absolutely must not be used for residential cycle parking.
At least 25% of cycle parking (in all staff and residential areas) should be provided with infrastructure to permit charging e-bike batteries. Buildings should also be designed with the capacity to be retrofitted for higher capacities of charging infrastructure (and therefore futureproofed to allow for a growth in e-bike usage). Research from 2020 shows that a quarter of Europeans intend to use an e-bike this year*.
*https://cyclingindustry.news/quarter-of-europeans-likely-to-be-e-bike-riders-in-2020-says-largest-study-to-date/
Residential cycle parking should allow a minimum of one space for each child or adult in the development, plus facilities for large cycles or cycle accessories (such as child seats and trailers) which are key enablers of a car-free lifestyle. At least one in 10 spaces should accommodate non-standard cycles such as cargo bikes or handcycles. One quarter of disabled commuters in Cambridge travel to work by cycle and this has the potential to be much higher with the right infrastructure and facilities such as spacious, secure cycle parking. Residential cycle parking must never be two-tier, high-low or [semi-]vertical racks; it must be at least as accessible to people of all abilities as the Local Plan requires and we encourage going above and beyond current policy to deliver very high-quality cycle parking.
Cycle parking at employment and community spaces, shops, services and in the public realm should be easy to find and convenient to use. Cycle parking should be safe and secure with stands that are accessible to different types of rider and cycle. We support the guidance that encourages innovative cycle parking solutions including spaces for shared cycles and the incorporation of cycle maintenance facilities, with the caveat that the design of cycle parking itself should always prioritise ease of use over aesthetics. Properly spaced Sheffield stands or A-stands are close to ideal cycle parking provision; they must be concreted into the ground for security. [Semi-]Vertical cycle parking must not be installed because it is not suitable for all ages and abilities. Two-tier cycle parking should be avoided even where permitted and absolutely must not be used for residential cycle parking.
At least 25% of cycle parking (in all staff and residential areas) should be provided with infrastructure to permit charging e-bike batteries. Buildings should also be designed with the capacity to be retrofitted for higher capacities of charging infrastructure (and therefore futureproofed to allow for a growth in e-bike usage). Research from 2020 shows that a quarter of Europeans intend to use an e-bike this year*.
*https://cyclingindustry.news/quarter-of-europeans-likely-to-be-e-bike-riders-in-2020-says-largest-study-to-date/
Object
Draft North East Cambridge Area Action Plan
Representation ID: 54589
Received: 05/10/2020
Respondent: Dencora Trinity LLP
Agent: Carter Jonas
Policy 18 states “At least 5-10% of cycle parking provision should be designed to accommodate non-standard cycles and should consider appropriate provision for electric charging points”.
It is unclear what use class this requirement applies to. 10% would be a very high figure for commercial development.
Policy 18 states “At least 5-10% of cycle parking provision should be designed to accommodate non-standard cycles and should consider appropriate provision for electric charging points”.
It is unclear what use class this requirement applies to. 10% would be a very high figure for commercial development.
Comment
Draft North East Cambridge Area Action Plan
Representation ID: 55692
Received: 02/10/2020
Respondent: St John's College
Agent: Savills
Neutral:
The proposal not to specify minimum levels of cycle parking to be provided to allow for site-specific solutions is supported. The range of cycles has increased, and it is agreed that a percentage of parking should be suitable for larger cycles, but it is considered that the policy should require this to justified in each instance rather than setting a minimum percentage in the policy.
Support
Draft North East Cambridge Area Action Plan
Representation ID: 55729
Received: 05/10/2020
Respondent: Brookgate
Agent: Bidwells
This policy sets out the standards and quantities of cycle parking that new
development must provide. It states that cycle parking should be provided in
excess of the minimum standards set out in Appendix L of the adopted Cambridge
Local Plan (2018) and at least 5-10% of cycle parking provision should be designed
to accommodate non-standard cycles and should consider appropriate provision for
electric charging points.
Brookgate support the application of the minimum cycle parking standards from the
Cambridge Local Plan across the AAP area.
Cycle parking provision will be very important in encouraging sustainable transport
and to assist in delivering on low car use development. Brookgate consider that
cycle parking provision above ‘minimum standards’ may be necessary (depending
on demand) and will need to be evidenced as part of the overall transport strategy
and assessment work for each development site.
Opportunities for shared cycle parking between deference land uses is welcomed
and supported. The efficient use of cycle parking will be key to responding to the
future demands for cycling in the NEC.
Cycle parking numbers and type will be provided for future phases of Cambridge
North in accordance with these standards and detailed within specific transport
assessments.