COUNTRYSIDE PROPERTIES (UK) LTD BOURN AIRFIELD CAMBRIDGESHIRE

TRANSPORT ASSESSMENT – 2019 UPDATE

DECEMBER 2019

COUNTRYSIDE PROPERTIES (UK) LTD NEW VILLAGE AT BOURN AIRFIELD CAMBRIDGESHIRE

TRANSPORT ASSESSMENT – 2019 UPDATE

DECEMBER 2019

Project Code: CPBOURNAIRFIELD.1

Prepared by: RG

Approved by: IM

Issue Date: December 2019

Status: FINAL

Mayer Brown Limited, 10 Fitzroy Square, London W1T 5HP Telephone 0207 874 1588 [email protected] www.mayerbrown.co.uk Countryside Properties (UK) Ltd Bourn Airfield Cambridgeshire Transport Assessment – 2019 Update

List of Contents

Sections 1 Background ...... 1 2 Description of the development ...... 19 3 National, Regional and Local Transport Related Planning Policies ...... 27 4 Highway Authority Recommendation for Cambourne West ...... 54 5 Existing Accessibility ...... 59 6 Transport Proposals Coming Forward ...... 68 7 Distribution and assignment of trips ...... 74 8 Trip Generation and Traffic Impacts ...... 78 9 Access for pedestrians and cycles ...... 98 10 Public transport accessibility ...... 102 11 Access for all ...... 106 12 Proposed Mitigation ...... 107 13 Conclusions...... 116 Figures

Figure 1.1: Site Location Plan ...... 2 Figure 2.1: Proposed Dedicated Strategic Public Transport Route through Bourn Airfield ...... 21 Figure 2.2: Proposed Eastern Access ...... 22 Figure 2.3: Proposed Western Access ...... 23 Figure 5.1: The local Highways Network ...... 60 Figure 5.2: Location of the junctions ...... 61 Figure 5.3: Diagram shows accident statistics between 2012 and June 2017 ...... 62 Figure 5.4: Existing Bus Stops and Routes (Source: Traveline) ...... 63 Figure 5.5: Rail Connections from St. Neots and Cambridge stations ...... 65 Figure 5.6: The site in relation to Local Amenities ...... 66 Figure 6.1: The area of City Deal ...... 69 Figure 6.2: Greater Cambridge Network 2017 ...... 71 Figure 6.3: The proposed options for a new bus route between Cambourne and Cambridge and potential location of the Park & Ride site...... 72 Figure 7.1: Cambourne Residential Survey ATC Locations ...... 77 Figure 8.1: Junctions to be assessed ...... 79 Figure 8.2: Example of queueing at M11/Madingley Road Junction ...... 81 Figure 8.3: Caxton Gibbet Roundabout (current layout)...... 85 Figure 8.4: Cambourne Dumbbells ...... 86 Figure 8.5: Cambourne West Proposed Improvement ...... 87 Figure 8.6: Site Access West Junction ...... 88 Figure 8.7: Site Access East...... 89 Figure 8.8: Madingley Mulch Roundabout ...... 90 Figure 8.9: Cambridge Crossroads ...... 91 Figure 8.10: Cambridge Crossroads Proposed Cycle Improvements ...... 91 Figure 8.11: Madingley Road A1303 Corridor ...... 92 Figure 8.13: A428/ Scotland Road/St Neots Road ...... 94 Figure 8.14: Broadway/St Neots Road Junction ...... 95 Figure 8.15: Junction by Junction Summary of Discussion with CCC ...... 97 Figure 9.1: Access and Movement Strategy ...... 98 Figure 9.2: Proposed Dedicated Strategic Public Transport Route through Bourn Airfield ...... 99 Figure 9.3: Potential cycle and pedestrian connections points and routes ...... 100 Figure 9.4: Proposed Cambridge Crossroads Improvement ...... 101 Figure 10.1: Potential bus route for the Proposed Development ...... 102 Figure 12.1: Summary of Proposed Mitigation ...... 108 Figure 12.2: Example Travel Pack ...... 109 Figure 12.3: Examples of Bus Marketing Information ...... 110 Figure 12.4: Beaulieu Park Monitoring Plan ...... 114 Figure 12.5: Proposed Monitoring Surveys ...... 115 Tables

Table 1.1: CCC Transport Assessment Guidelines ...... 6 Table 1.2: CCC and HE Transport Assessment Responses ...... 14 Table 2.1: Planning History ...... 25 Table 3.1: Infrastructure Delivery Plan for Transport Related Infrastructure ...... 53 Table 5.1: Number of accidents between 2012 and June 2017 by the junctions ...... 62 Table 5.2: Bus Services Frequencies (Source: Traveline) ...... 64 Table 5.3: Journey information from Cambridge and St. Neots Station to London (source: www.thetrainline.com) ...... 65 Table 6.1: Investment programme in Tranche 1 schemes ...... 70 Table 7.1: Development Uses Assessed ...... 74 Table 7.2: Residential Development Person Trips by Mode ...... 76 Table 7.3: Predicted Bourn Airfield Trips ...... 76 Table 7.4: Comparison of Average Trip Rates Observed in the March 2016 and October/November 2019 Surveys within the Cambourne Development ...... 77 Table 8.1: Summary of Junctions and Method of Assessment...... 79 Table 8.2: Peak Hours by Junctions ...... 80 Table 8.3: Adjustments to Flows for Bourn Airfield Development Mitigation Tests ...... 84 Table 8.4: Adjustments to Flows for Cambourne West Development Mitigation Tests ...... 84 Table 8.5: Adjustment to Growth for Development Mitigation ...... 84 Table 8.6: Table 2.8 Appendix O, Cambourne West Assessment ...... 90 Table 8.7: Side Road Flows at the Cambridge Crossroads ...... 92 Table 8.8: Summary of Results ...... 96 Table 10.1: Year 1 Trip Rates ...... 104 Table 10.2: Year 2 Trip Rates ...... 104 Appendices

APPENDIX A: Overall Access Strategy Plan (provided separately) APPENDIX B: Cambourne West Highway Authority Recommendation (provided separately) APPENDIX C: Traffic Survey Data (provided separately) APPENDIX D: Accident Data (provided separately) APPENDIX E: Trip Generation and Distribution Note (provided separately) APPENDIX F: Spreadsheet Model (provided separately) APPENDIX G: CCC Pre-Application Responses (provided separately) APPENDIX H: Junction Capacity Assessments Technical Note (provided separately) APPENDIX I: Draft Travel Plans (provided separately) APPENDIX J: Technical Notes provided to Cambridgeshire County Council and Highways England by Mayer Brown (provided separately) APPENDIX K: Cambridgeshire County Council Responses After Submission of the TA (provided separately) APPENDIX L: AECOM Responses to the Transport Assessment, on behalf of Highways England (provided separately) APPENDIX M: Bourn Airfield SPD (provided separately) APPENDIX N: 13th May 2019 Meeting Note (provided separately) APPENDIX O: Bourn Airfield Mitigation Proposals (provided separately)

Countryside Properties (UK) Ltd Bourn Airfield Transport Assessment – 2019 Update

1 Background

Introduction

1.1 This report has been prepared by Mayer Brown Ltd. on behalf of Countryside Properties in relation an outline planning application for a new mixed use village comprising residential development of approximately 3,500 dwellings; mixed uses comprising employment, retail, hotel, leisure, residential institutions; education, community facilities, open space including parks, ecological areas and woodlands, landscaping; engineering for foul and sustainable urban drainage systems; footpaths, cycleways, public transport infrastructure; highways including a principal eastern access from the roundabout on St Neots Road and western access with Broadway including first section of strategic public transport route; associated infrastructure, groundworks and demolition; with all matters reserved except for the principal highway junctions from the St Neots Road roundabout and onto Broadway.

1.2 This Transport Assessment has been updated in accordance with the discussions held with Cambridgeshire County Council (CCC) and Highways England (HE) since the submission of the application.

1.3 The location of the development is shown in Figure 1.1.

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Figure 1.1: Site Location Plan

1.4 The site forms Policy SS/7 of the South Cambridgeshire District Council (SCDC) Local Plan which sets out broad development principles and key infrastructure requirements that the Council expect to be incorporated in the proposed new village at Bourn Airfield.

1.5 This report has been prepared in accordance with guidance from the Planning Practice Guidance section on ‘Travel plans, transport assessments and statements in decision- taking’ March 2014 and the ‘Transport Assessment Guidelines’, June 2017 prepared by Cambridgeshire County Council (CCC).

1.6 In that context, this report sets out the following: • Section 2: Description of the development

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• Section 3: The site in relation to national, regional and local planning policy framework • Section 4: Highway Authority recommendation for Cambourne West, • Section 5: The existing conditions of the site area, including traffic conditions, site use, public transport, etc. • Section 6: Transport Improvement Coming forward • Section 7: Distribution and assignment of trips • Section 8: Trip and Traffic generation • Section 9: Access for pedestrian and cycles • Section 10: Public transport accessibility • Section 11: Access for all • Section 12: Proposed Mitigation • Section 13: Sets out the conclusions to the report

Cambridgeshire County Council Transport Assessment Guidelines

1.7 CCC has prepared guidelines to assist developers with the preparation of Transport Assessment and Transport Statements that accompany planning applications.

1.8 The document states that:

“These guidelines have been produced by Cambridgeshire County Council (CCC), in consultation with the city and district councils in Cambridgeshire, to provide guidance to applicants, developers, their agents and local authority officers on when a Transport Assessment (TA) is required and what it should contain. It also gives guidance on what information may be required for smaller applications through a Transport Statement (TS).”

1.9 Table 1.1 shows the requirements of the CCC ‘Transport Assessment Guidelines’ (June 2017) and the relevant sections in the report.

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Location in CCC Requirement Report 1. Background (This section provides high level background to the proposals) (i) Basic background to the project Section 1 (ii) The names of all concerned parties and their consultants Paragraph 1.1 Paragraphs (iii) Any history relating to pre-application advice or the scoping study as well as any relevant planning history 1.10-1.16 and 2.19 (iv) A specific reference to the Planning Application number being considered should be provided where possible, as well as Content list details of all documents submitted as part of the TA including appendices, figures and tables 2. Description of development (This section provides a clear and comprehensive account of what the applicant is proposing for the site and how this differs from previous uses. This section also describes the proposed access arrangements. (i) Detailed site location plan Figure 1.1 Paragraphs (ii) Details of existing or extant land use(s) and schedule of floor area(s). 2.2-2.3 (iii) Proposed land use(s) and schedule of proposed floor areas(s) Paragraph 2.1 (iv) Description of the proposed use and operation of the development including phasing and timing of key phases, and Paragraph estimated commencement and completion dates. 2.18 (v) Description of the proposed access arrangements for all modes of transport, and including emergency access (with Paragraphs plans) together with on-site transport measures, including levels of cycle and car parking, and compliance with local 2.4-2.17 standards 3. Planning and transport policy context (This section sets out how the proposals relate to national, sub-regional and local transport and planning policy, to identify whether there is a policy/strategic-fit.) Paragraphs (i) National planning and transport policy context 3.4-3.10 Paragraphs (ii) Sub-regional planning and transport policy context. 3.11-3.30 (iii) Local planning and transport policy context including, but not limited to:  Local Plans  the Local Transport Plan  Associated plans (where relevant) Paragraphs 3.31-3.51 − Cambridgeshire Long Term Transport Strategy − Transport Strategy for Cambridge and South Cambridgeshire − Market Town Transport Strategies 4. Description of existing networks (This section should provide detail of the existing transport networks around the site including road, bus, rail, pedestrian and cycling links) (i) Site location plan should show the relationship between the site and road, public transport, pedestrian and cycle networks as appropriate including on key desire lines to/from key destinations/origins with which the development will interact. Any Section 5 issues related to local cycle and car parking should also be noted and described. Walking and Cycling (ii) Identification of walk and cycle catchments (based on real available routes and not crow-fly distances) and key Paragraphs origins/destinations (e.g. doctors, schools, shops) within these catchments. 5.21-5.24 (iii) An assessment of the existing quality, standard and safety of the local pedestrian and cycle network on key desire lines Paragraphs to/from the development to the above origins and destinations. 5.21-5.24 (iv) Indicate how the areas within the walk and cycle catchment areas compare to the work origins and destinations of the Paragraphs population of the local census ward. 5.21-5.24 Public Transport Paragraphs (v) Description of existing local public transport services (bus, coach, rail), destinations served and their frequency 5.13-5.30 (vi) Analysis of bus/coach stop locations (and, where relevant, rail stations) accessible to the site including facilities at those 5.13-5.30 bus stops and any existing constraints in terms of walking to these stops. Road (vii) Identification of the proposed traffic-related study area including any critical junctions on the existing road network that Paragraphs may be affected by traffic generated by the development. 5.6-5.7 (viii) Existing traffic flows into, out of, and around the site for the agreed study area should be shown in traffic flow diagrams. All traffic surveys should be:  Undertaken in normal traffic flow and usage conditions Paragraph 5.8  In non-school holiday periods  In typical weather conditions  Based on data that is no more than three years old. (ix) description of the operation of the local network noting any junctions and links that experience congestion. Where junction modelling is to be undertaken, CCC recommends that junction models are validated against observations to Paragraph 5.9 demonstrate their robustness (x) The previous 60 months’ accident records for the study area together with an analysis of any trends or clusters. This Paragraphs should be obtained from [email protected]. 5.10-5.12 5. Baseline conditions (This section should indicate the likely future traffic flows and junction operation without the development for future assessment years. Committed developments / background growth and committed transport schemes should be considered) (i) Identify any committed transport improvements likely to come forward during the analysis period. Noting whether these Section 6 address any of the constraints identified in ‘existing networks’ above (ii) Identify any committed developments that will impact on the study area, assumed to be:  Sites that have a planning permission Paragraphs  Any unimplemented Local Plan allocations 8.11-8.17  Sites that are ‘live’ in planning Consider how to deal with general background traffic growth if appropriate beyond these

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Location in CCC Requirement Report Section 8 and (iii) Traffic flow diagrams and where appropriate junction modelling for future test years to establish the baseline ‘without Appendices E, development’ conditions F and H 6. Trip and traffic generation (This section should set out the number of trips that the proposed development will result in, broken down by time, type and purpose. The trip generation methodology should be clearly set out within this section.) (i) Number of person trips generated (inbound and outbound) by all modes including daily and peak period totals, along with Section 7 and their trip purpose throughout the day where appropriate. Appendix E (ii) Number of vehicular trips generated (inbound and outbound) for the agreed peak periods and all-day. Where appropriate Section 7 and these vehicular trips could be sub-divided by type of vehicle. Appendix E (iii) An explanation of the methodologies used to calculate trip generation should be provided with all underpinning evidence Section 7 and provided. Wherever possible first-hand survey work should be carried out with all surveys to be undertaken in neutral Appendix E months. 7. Distribution and assignment of trips (This section should set out where trips will travel from and to and via what routes. This should be clearly evidenced and supported by a clear justification for the methodology used. (i) Set out the distribution and assignment of trips to the network for:  Walking and cycling trips Section 7 and  Public transport trips to the bus and rail networks Appendix E  Vehicular trips to the road network (ii) For all modes a detailed methodology and justification for the distribution / assignment should be provided. In some Section 7 and instances, Census data may provide a good indication of existing movements in the area Appendix E 8. Future year assessment (This section should include flow diagrams and junction assessments for relevant parts of the network for the above scenarios. (i) Junction Modelling: Required for junctions within the study area (ii) Flow Diagrams: Required for junctions within the study area  Year of submission (Base Year)  AM/PM Peak Baseline (without development)  Full occupation year (Development Year) Section 8 and  AM/PM Peak Baseline (Base + committed development) Appendix H  AM/PM Peak with Development (Base + committed development + Development)  5 years post full occupation (Design Year)  AM/PM Peak Baseline (Base + committed development)  AM/PM Peak with Development (Base + committed development + Development) 9. Access for pedestrians and cycles (This section should set out how the proposals will overcome identified gaps in the pedestrian and cycle provision) (i) Set out the proposed on-site provision for pedestrians and cyclists and how these will link into the existing network on the Paragraphs surrounding road network 9.2-9.3 (ii) Set out the distribution and assignment of walking and cycling trips to the offsite networks (bearing in the key origins and Paragraphs destinations set out in ‘existing conditions’ above) 9.5-9.7 (iii) Identify those areas / locations on the pedestrian and cycle networks where there are barriers or inadequate provision Paragraphs (this could be based on safety, capacity, and standards) which will be impacted by trips to and from the proposed 9.8-9.10 development. (iv) Identify mitigation required to provide a satisfactory level of pedestrian and cyclist provision including: Physical infrastructure proposals: Paragraphs  New and extended walkways and cycleways 9.8-9.10  Enhanced crossing facilities  Widened walkways/cycleways 9. Public transport accessibility (This section should set out how the proposals will facilitate public transport use and how any existing gaps and barriers will be overcome.) (i) Provide information on how the development is or can be served by public transport (bus, coach, rail and community Section 10 transport) based on the likely origins and destinations of trips. (ii) Set out any proposed on-site public transport provision including physical facilities such as bus stops together with the Paragraphs proposed routing of any buses proposed to enter the site. 10.2-10.6 (iii) Identify mitigation required to provide a satisfactory level of public transport provision including: Physical infrastructure proposals:  Bus stop enhancements  Real time passenger information Paragraphs Proposed service enhancements 10.2-10.6  New bus service  Extension of existing service route  Extension of existing service frequency  Extension of existing service hours of operation 10. Site access and local road network (This section should assess the ability of the highway network to accommodate the proposed development and set out the mitigation that is proposed to overcome identified barriers.) (i) Analysis of access junction(s) design using appropriate software such as PICADY, ARCADY, LINSIG and TRANSYT or, if relevant, microsimulation packages. Section 8 and Reminder: CCC officers expect all new sites accesses to operate within design capacity (this is assumed to occur when the Appendix H ration of flow to capacity (RFC) is less than or equal to 0.85 for uncontrolled junctions and 0.90 for signal controlled junctions. (ii) Capacity analyses of all off-site junctions within the agreed study area should be undertaken using recognised modelling Section 8 and software and capacity standards. Appendix H

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Location in CCC Requirement Report A comparison should be undertaken between how the junctions/links operate currently, under baseline conditions with committed developments (see 4), and with development (see 8), to understand the cumulative impact of growth and development on the operation of the highway network. (iii) Detailed SATURN or microsimulation modelling may be required to assess the impact of traffic generated by the site on Section 8 and the surrounding highway network. This may require comprehensive work over a wider area and is dependent on the scale of Appendix H the proposed development (see Chapter 5) (iv) Where a development-related impact is identified, mitigation measures should be proposed that seek to ensure that the impact of development is not severe. Physical infrastructure proposals:  Highway / junction improvements Section 8 and  Traffic calming Appendix H  Note: Mitigation proposals will require CCC approval and require a safety audit Other  Measures to improve conditions for non-car modes 11. Access for all (This section should set out how the proposals will facilitate movement for all, overcoming any barriers for the mobility impaired.) (i) Where appropriate, if there are any particular issues related to the mobility impaired, these should be identified Section 11 (ii) Propose appropriate measures to address any barriers and constraints together with proposed trigger points for Section 11 implementation. 12. Proposed mitigation (This section should clearly set out the mitigation package proposed, to subsequently be secured through planning conditions and Section 106.) (i) The TA should clearly summarise the proposed package of mitigation measures. This section should include:  Detail of the proposed mitigation  Evidence of the effect of the mitigation  Confirmation that the mitigation is deliverable Section 12  Trigger point at which the mitigation will be provided Measures will normally be secured through a Planning Obligation and/or Planning Condition. Applicants should note that, under most circumstances, works in the public highway will be undertaken by the applicant through the s278 agreements for the site. Table 1.1: CCC Transport Assessment Guidelines

Scoping

1.10 Pre-application discussions have been held with CCC in relation to the contents of this Transport Assessment and the analysis required.

1.11 Consultation has taken place with CCC and the promoter of the Greater Cambridgeshire Partnership (Cambourne to Cambridge Dedicated Strategic Public Transport Route). The consultation meetings have considered: • The alignment of the Dedicated Strategic Public Transport Route within the Bourn Airfield Master Plan • The content of the TA to support the planning application • The required modelling to support the planning application, including confirming which junctions on the network are to be assessed. • The non-car strategy to support the application

1.12 Ongoing discussions are taking place on these matters with CCC and SCDC.

Outline Planning Application Consultation Response

1.13 The Outline Planning Application Consultation Response was provided for the Committee meeting which took place on 7th February 2019. The comments were addressed as part of the on-going discussions between Mayer Brown (MB),

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Cambridgeshire County Council (CCC) and Highways England (HE). A summary of the MB Responses and the relevant location within the TA are shown in Table 1.2.

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MB Response Comment Summary of MB Response Location Main Issues Transport Assessment (2.14) A holding objection is raised until, (i) further information is provided and assessed and the Transport Assessment is approved, Discussions have been ongoing with CCC and HE to achieve a formal 1 (ii) the mitigation measures and contribution amounts, including those for the Greater recommendation. Cambridge Partnership schemes are fully agreed, and (iii) Public Rights of Way requirements are satisfied. Appendix 1: Officer Response to Outline Planning Application for Bourn Airfield Section 3: Public Health Transport (Appendix 1 – 3.23) The HIA has identified the main links between transport and poor health outcomes, and has used local data from the Transport and Health JSNA. The prioritisation 2 Noted. of walking and cycling is supported. The provision of a link to Cambourne within the first phase is welcomed. (Appendix 1 – 3.24) Officers would therefore recommend that the following points are carried forward and are included within the design code and the Bourn Airfield SPD. • Prioritising walking as the primary transport choice within the site, including through creating safe, attractive, and accessible walking routes through the Application Site. • The design of the overall road and street network provides a logical hierarchy of connections, which will be designed to provide sufficient space and a public realm to ensure a comfortable walking experience away from conflict from motor traffic or parked vehicles. The safe routes will be well-maintained and legible with lighting, signage and the use of quality materials. The adopted SPD has been considered in the preparation of this TA, TA Section 3 – • Designing improved cycle routes through the development that are interconnected to the transport-related points of the SPD have been considered in Paragraphs 3.62 to 3.69 3 existing external cycle links, with off and on-road routes. Section 3. The proposed mitigation measures are in line with the SPD • Cycle routes that are suitable for both commuters and for leisure or other slower speed and prioritises travel by means other than the private car. TA Section 12 cycling, for instance through prioritising direct routes for the former and routes with more scenic interest and stopping places for the latter. • Cycle parking at least at the levels required by SCDC, to include space for larger cargo bikes in some locations (also useful for mobility cycles and trikes). • Walkable access between the application site and Cambourne. • “Soft” measures be promoted to encourage cycling and walking such as promotion of Travel for Cambridgeshire, promotional material and maps in Welcome Packs and as visitor information, provision of a Travel Plan Coordinator or similar to promote and where possible offer incentives to cycle. Accessibility and Transport

(Appendix 1 – 3.33) The mitigation measures proposed are supported. In addition, the travel 4 plan should make use of the latest evidence on active travel and modal shift, such evidence A summary of the SPD is included in Section 3 of this TA. TA Section 3 should be used in the preparation of the design code and the Bourn Airfield SPD.

Section 7: Transport Assessment Planning Policies (chapter 3 of the TA)

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MB Response Comment Summary of MB Response Location A428/Scotland Road/St (Appendix 1 – 7.3) Policy TSCSC 21: Planning obligations for Bourn Airfield and West Neots Road – Appendix J Cambourne sets out various mitigation that is required as part of the Bourn Airfield (Technical Note 9) Additional junctions at the A428/Scotland Road/St Neots Road and St 5 application. This includes any mitigation measures that are needed at the junctions of the St Neots Road/Broadway Neots Road/Broadway have been modelled as requested. A428 and the A1303 and the A1198. Some of these junctions have not been surveyed and – Appendix J (Technical assessed and therefore as outlined later in this documents should be assessed. Note 12 – Paragraphs 1.68 to 1.71) Existing Accessibility (Chapter 5 of the TA) (Appendix 1 – 7.4) Paragraph 5.9 States that the existing junctions operate below capacity Queue validation is during the peak periods in the base scenario. This is not accepted by the County Council as Queue validation has been provided and it has been agreed that the provided in Appendix J 6 there are significant queues experienced along Madingley Road and at the Caxton Gibbett current models accurately reflect the operation of the network on the (Technical Note 3a – Roundabout. Junction modelling needs to reflect the current operation of the network and be ground. Section 5) validated against queuing levels. The site access junctions have been designed to discourage traffic flow through the villages to the South of the development. As such, (Appendix 1 – 7.5) Paragraph 5.10. Accident statistics for the latest 60 months should be since traffic flows increase is predicted to be small, it has been agreed Appendix N – (13th May provided and assessed for the junctions along the B1046 southern corridor into Cambridge with CCC that flows from the site to the villages will be monitored with 2019 Meeting Note – 7 via Bourn, Toft, Caldecote, Comberton and Barton. The amount of traffic through these an appropriate trigger for mitigation. Notwithstanding the above, crash Item 1) villages is likely to increase as a result of this development and the TA should assess the statistics have been added to Table 5.1 for the B1046 southern impact this would have on these areas. corridor, this showed no accident blackspots. There were no fatal TA Table 5.1. accidents and 4 serious accidents in the latest 60 months on the B1046 for 9.4 km to the A603. Trip Generation and Traffic Impacts (Chapter 8 of the TA) (Appendix 1 – 7.6) Paragraph 8.14 The West Cambridge trips have now been taken into The West Cambridge flows to the rest of the network tested as part of account, however this is only for the Madingley Road Network. There are West Cambridge Appendix J (Technical 8 the Traffic Impacts assessment, is small and these flows are therefore trips on the Madingley Road corridor toward Madingley Mulch and also on the M11 off and Note 4 – Paragraph 1.7) assumed to form part of the traffic growth. on slips that should be taken into account if they haven’t already done so. The cumulative test includes the developments as agreed with CCC: • Cambourne West (Appendix 1 – 7.7) Paragraph 8.19 It is not clear what Test 5 and 6 include when the test • St Neots West Appendix K (Bourn 9 refers to ‘cumulative’. Further clarification is required as to whether this is the list of committed • Alconbury Weald Airfield TN9 Comments developments set out in paras 8.11 to 8.13. • West Cambridge (Only for Madingley Road Corridor) LB – page 1) This was confirmed by CCC in their TN9 Comments received on 7th May 2019. (Appendix 1 – 7.8) The TA guidelines set out in section 1 of this TA state that the future year assessments should be as follows: The Base + Committed Development scenario has been provided as Appendix J (Technical 10 • Base year part of Technical Note 14. Note 14 – Appendix B) • Base + committed development • Base + committed development + Development This was undertaken to demonstrate the stand-alone effect of the (Appendix 1 – 7.9) It is not clear why in Tests 5, 6 6b and 6c the cumulative assessment has Bourn Airfield Development, nonetheless, a Base + Committed Appendix J (Technical 11 been added on top of the development flows rather than the other way round. Further detail Development scenario has been provided as part of Technical Note Note 14 – Appendix B) is required. 14.

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MB Response Comment Summary of MB Response Location (Appendix 1 – 7.10) Paragraph 8.35 It is essential that the junction design ensures that the access onto the Broadway bans left turns out of the development as well as banning right The junction design only allows movement from the Broadway north Appendix J (Technical 12 turns in, coming from the direction of Bourn. The only movements permitted for all traffic arm to the site. Note 4 – Paragraph 1.30) should be right turn out and left turn in. It is not clear if this is the case so far. This should be clarified. The final conclusions are contained in Table 8.8 of the TA. Queue (Appendix 1 – 7.11) Paragraph 8.68 States that all the stand-alone junctions assessed validation has been provided and it has been agreed that the Queue validation is operate within capacity and it is only the cumulative assessments that pushes the junctions outcomes of the queue length surveys and the base models to have provided in Appendix J 13 over capacity. This is not accepted. The Madingley Road junctions are currently experiencing comparable results. It was noted that the slow-moving queue at some (Technical Note 3a – queuing during the peak hours. The base models need to ensure they reflect this existing of the junctions is longer than the queue length surveys but the Section 5) queuing. ARCADY model actually replicates the static queue that occurs. The final conclusions are contained in Table 8.8 of the TA. Queue (Appendix 1 – 7.12) Paragraph 8.69 The TA suggests that the Madingley Road corridor is validation has been provided and it has been agreed that the current only due to go over capacity under the Base + Growth conditions. As stated above this is not Queue validation is models accurately reflect the operation of the network on the ground. the case as several junctions including the M11 off slip, the Park and Ride junction and the provided in Appendix J 14 The observed queue on Madingley Road at the M11 Off-slip junction High Cross junctions are all currently experiencing queuing during the am and pm peaks. (Technical Note 3a – is longer than in the base model because the upstream effects reduce Therefore the base models should be rectified to replicate this so the future year assessment Section 5) traffic speeds and consequently the stop-line operates with less are accurate. capacity than is geometrically available.

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MB Response Comment Summary of MB Response Location A summary of the current discussion with CCC is contained in Appendix J (Technical Note 14), and summarised below: Caxton Gibbet roundabout – It is proposed to accept a condition to implement the mitigation scheme agreed for the Cambourne West development, if there is a material delay to either the implementation of the HE Black Cat to Caxton Gibbet Improvements or the Cambourne West development. Cambourne Dumbbells – Regarding the Cambourne Southern Junction, it is proposed to accept a condition to implement the mitigation scheme agreed for the Cambourne West development, if there is a material delay to the Cambourne West development. Site Access West – It has been accepted that the junction would operate within capacity. It has been agreed to accept a condition to amend the junction for urban design purposes, if land currently controlled by HE is transferred to become highways land within an (Appendix 1 – 7.13) Reviews of the junction assessments are currently ongoing. Discussions agreed period of time. 15 are taking place with the developer’s transport consultants to try to agree suitable models. Table 8.8 of the TA. Site Access East roundabout – It is not considered that mitigation is CCC position is reserved pending the outcome of these discussions. required. Madingley Mulch roundabout – It is not considered that mitigation is required. Cambridge Crossroads – Modal share adjustment less than predicted in the Atkins Cambourne to Cambridge GCP report is required to achieve close to nil-change at the junction. Madingley Road Corridor - The modal share adjustment required for the network to operate with more capacity than is required through the NPPF is comfortably within the projections prepared on behalf of the GCP. Broadway/St Neots Road – It is proposed to accept a manage and monitor condition. A428/Scotland Road/St Neots Road – HE and CCC confirmed junction operates under capacity.

The SPD has confirmed this is not a requirement, a position supported (Appendix 1 – 7.14) Cambourne had to build its own access onto the A428, which is very by Highways England. The SPD states: well used and can be very busy. It’s not made clear in the TA why this wasn’t a requirement 16 “The SPD does not explore a direct, grade access to the A428 from TA Paragraph 3.63 for Bourn airfield. Further information is required detailing why this access option was not the new village as no strategic case for this requirement has been pursued. made.” (Appendix 1 – 7.15) As above, the TA needs to show that the existing A428 access has Additional junction assessments at the A428/Scotland Road/St Neots capacity to accommodate the additional trips. The Hardwick A428 dumbbell junction should Appendix J (Technical Road junction have been modelled as requested. The results showed 17 be surveyed and assessed to demonstrate that this will not go over capacity during the peak Note 9) there is sufficient capacity to cope with the demand from the Bourn hours. This has not been undertaken to date and since this is the main access onto the A428 Airfield Development. for all development traffic this should be undertaken to show there is capacity.

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MB Response Comment Summary of MB Response Location Appendix O – Bourn Airfield Mitigation (Appendix 1 – 7.16) Measures required to mitigate the traffic impact of the development on Proposals the villages of Bourn, Caldecote, Toft, Comberton and Barton should also be provided. Monitoring will be undertaken as shown in the Mayer Brown illustration

18 Further information is required detailing proposed schemes along with a breakdown of costs. Bourn Airfield – Mitigation Proposals which forms Appendix O as Appendix N – (13th May It is agreed that annual surveys will be required to monitor the traffic flows through the agreed with CCC. 2019 Meeting Note – villages. Item 1)

Access for Pedestrians and Cycles (Chapter 9 of the TA) *It is noted that this was referred to as “(Chapter 6 of the TA)” in the Outline Planning Application Consultation Response* (Appendix 1 – 7.17) Paragraph 9.2. The development proposes to provide a new pedestrian As stated in the SPD: “The site will have a network of routes which and cycle network to link into the existing network in the surrounding area. This includes incorporate infrastructure for walking, cycling and horse riding.” The direct and segregated pedestrian and cycle links to Cambridge, Cambourne/ Highfields, 19 proposed pedestrian and cycle links would allow for segregated routes Caldecote, Hardwick and Bourn. Further information is required on the details of these to surrounding villages and Cambridge. The pedestrian and cycle links proposed links to the surrounding villages before these can be agreed. Currently there is little form part of the Greater Cambridge Partnership (GCP). provision available so to fulfil this requirement upgrades will be needed. (Appendix 1 – 7.18) Paragraph 9.5. A dedicated strategic public transport route is to be provided through the development. This is being discussed through ongoing discussions with The public transport link through the site has been safe guarded for all 20 the developers to ensure the provision is to the correct standards and requirements. CCC’s GCP route options. position is reserved subject to the conclusions of these discussions. The proposed implementation of a signal crossing at the Cambridge (Appendix 1 – 7.19) Paragraph 9.7. An improvement to the Cambridge Crossroads junction Appendix H1 – crossroads has been discussed with CCC and the proposed plans 21 has been proposed to improve cycle connectivity. Comments for the Highways DM officer Cambridge Crossroads have been accepted in principal. The proposed junction layout forms should be reviewed. Junction Improvements Appendix H1. Given the size of the site, the walking distances are dependent on the (Appendix 1 – 7.20) Walking distances should be shown in real distances rather than as 22 origin position in the site, as such it is considered that providing a simple radii. This should be amended. radius provides the most reasonable indication of walking distances. (Appendix 1 – 7.21) Figure 8.10. The proposals shown in figure 8.10 will require a Stage 1 The proposed signal crossing at the Cambridge Crossroads will be 23 Road Safety Audit. subject to a Stage 1 Road Safety Audit. Public Transport Accessibility (Chapter 10 of the TA) The expected patronage and viability figures have been derived from the multi-modal statistics explained in point 30 and from the figures (Appendix 1 – 7.22) Paragraph 10.1 The proposals include a public transport package. This submitted in the West Cambourne TA. This showed that based on includes a diversion of the Citi4, X3 and the 18 bus route through the site. CCC does not conservative figures, the annual bus revenue per household will be 24 object to these improvements in principal, however additional information is required before approximately £145. these can be agreed – including expected patronage and viability figures. The revenue per household exercise suggests that the full Bourn Airfield development may generate approximately £509,000 of revenue each year. (Appendix 1 – 7.23) Paragraph 10.6 as part of the Travel Pack for households it is proposed to provide all residents with up to 1 year of free travel by bus. This will be a good benefit and This will be confirmed within the finalised mitigation package which will 25 promote sustainable travel. The bus ticket offer should be for at least 1 year rather than up form part of the S106 agreement. to 1 year. (Appendix 1 – 7.24) The TA doesn’t specify what exactly will be provided out of the various This will be confirmed within the finalised mitigation package which will 26 options, and how much funding will be available. Further information should be provided form part of the S106 agreement. before this can be agreed.

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MB Response Comment Summary of MB Response Location This is an example of a Public Transport Strategy and the success that (Appendix 1 – 7.25) Paragraph 10.16 and tables 10.1 and 10.2 The Beaulieu example used it can achieve. It is noted that the Bourn Airfield assessments consider in the TA shows that some good changes in mode share have been achieved towards bus a fraction of the mode share achieved at the example site. 27 use. It is not clear whether these figures include data following the end of the free annual bus

pass or whether they just include data when the bus passes have been still active. Further Year 1 there was no bus service in operation. Year 2 would include clarification is required. people travelling by bus using the free annual bus passes. Proposed Mitigation (Chapter 12 of the TA) (Appendix 1 – 7.26) The TA sets out various mitigation proposals:- • Delivery of the dedicated strategic Public Transport Route within Bourn Airfield – See comments from GCP team within this report. • Contribution towards delivery of a traffic calming and pedestrian improvements scheme on Broadway and monitoring of movements through the surrounding villages – Further These points have been answered in turn; information is required on the proposals and the contribution before this can be agreed. • See point 37 • Contribution towards the delivery of the wider dedicated strategic public transport route • See point 18 – This is a key requirement with the financial amount to be agreed. • The contribution to the public transport route will form part of the • Delivery of off-site pedestrian and cycle improvements – Further details are required S106 agreement. 28 showing the proposed improvements. • See point 19 • Delivery of the bus strategy – As detailed in the above response, further evidence on • See point 24 the proposed viability and patronage is required. • See point 25 • Implementation of Travel Plans – Confirmation should be provided that this will include • This will be confirmed within the finalised mitigation package an annual pass for 4 residents of each household. which will form part of the S106 agreement. • Provision of a Cycle Voucher for residents - The TA states that the Travel Plan coordinator will endeavour to enter an agreement with a cycle company to provide residents with a vouchers to obtain discounts to buy a cycle - This needs to be a definite part of the Travel pack rather than just an endeavour. Confirmation that this is agreed is required. Appendices (Appendix 1 – 7.27) Appendix C contains some queue length surveys. For the M11 off slip/ Queue validation is The observed queue on Madingley Road at the M11 Off-slip junction A1303 Madingley Road, the queuing shown on Arm C in Lane 2 shows that between 7.30am provided in Appendix J is longer than in the base model because the upstream effects reduce 29 and 9.30am the maximum queuing was 31 cars/LGVs, with an average of around 22 (Technical Note 3a – traffic speeds and consequently the stop-line operates with less vehicles. Further explanation is required as to why this is not shown to be more extensive as Paragraphs 5.13 and capacity than is geometrically available. the queuing can often stretch back close to the Madingley Mulch roundabout. 5.14) Appendix E – Trip Generation (Appendix 1 – 7.28) There doesn’t appear to be full multi-modal trip generation provided Using the other mode trips from the Cambourne West TA, the within the TA. A Technical Note in the appendices details the proposed vehicular trips but 30 residential multi-modal trip generation has been added to the TA in TA Section – Table 7.2 doesn’t give details on the other mode trips. Full daily multi-modal trip generation is required, Table 7.2. broken down mode and by peaks. (Appendix 1 – 7.29) It is not easy to see exactly what the proposed trip generation is for anyone looking at the TA. The majority of information is hidden in Technical Notes in the 31 The total development flows are shown in Table 7.3 of this TA. TA Section – Table 7.3 appendices rather than the main bulk of the TA which doesn’t appear very transparent. Summary tables should be provided within the TA. (Appendix 1 – 7.30) Table 4.4 in Appendix E shows the resultant trip rates for car drivers by Table 4.4 combines the data from Tables 4.2 and 4.3, as work trips 32 journey purpose. This differs a fair amount from the %s in table 4.2. Further clarification is represent the highest car trip modal share, the Trip Rates Split of Car required detailing exactly how these figures have been reached to make It clear. Drivers by Journey Purpose changes quite significantly. (Appendix 1 – 7.31 Paragraph 4.30 states that 2021 flows for West Cambridge have been The 2021 West Cambridge flows were used in the analysis of the 33 included. Further clarification is required as to whether the 2031 West Cambridge flows have Madingley Road corridor. The 2021 flows presented a more rigorous also been considered. test of the Madingley Road at the High Cross Junction.

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MB Response Comment Summary of MB Response Location (Appendix 1 – 7.32) The development seems to be quite heavily skewed towards the Cambourne/ Bourn side of the development. The access onto the Broadway is intended as a secondary access and the main one was to be onto the Caldecote roundabout. With the The St Neots Road/Broadway junction has been modelled as high density development being on the Cambourne side this is likely to increase the number Appendix J (Technical requested, the modelling showed there is sufficient capacity for the 34 of vehicles accessing and egressing the site via the Broadway access. The TA should show Note 12 – Paragraphs development to come forward, even in a worst-case scenario where how the route through the development will be more attractive. Therefore we require the 1.68 to 1.71) all WBND development traffic uses the Site Access West. junction of the Broadway/Old A428 to be surveyed and assessed to show whether there is sufficient capacity. The distribution should be reviewed with this in mind and any alterations or sensitivity tests undertaken. Greater Cambridge Partnership (GCP) (Appendix 1 – 7.33) Full comments have been put together by GCP and these should be 36 Noted. referred to. (Appendix 1 – 7.34) CCC require the development to do the following aspects. 1. Contribute an agreed amount towards the GCP scheme between Cambourne and The public transport link through the site has been safe guarded for all Cambridge. 37 GCP route options. This will be confirmed within the finalised 2. Facilitate and deliver a route through the Bourn airfield development site that ties in with mitigation package which will form part of the S106 agreement. the wider GCP scheme. 3. The proposals should allow for a scheme that the GCP team is satisfied with. Conclusion It is considered that the additional information required by CCC and (Appendix 1 – 7.48) Until this additional information has been provided and agreed, the HE has been provided, and that an agreed position regarding the County Council are unable to state whether or not this development is acceptable in highway 38 future operation of the road network has been reached. As such, the terms. Therefore we request that this application not be determined until such time as the required mitigation will be agreed through S106 and S278 additional information has been provided and agree agreements. Table 1.2: CCC and HE Transport Assessment Responses

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1.14 A number of Technical Notes have been provided to Cambridgeshire County Council (CCC) and Highways England (HE) by Mayer Brown (MB). The following Technical Notes can be found in Appendix J: • Technical Note 1 – Response to CCC Pre-App comments (Dated 24th November 2017) • Technical Note 2 – Summary of Agreed Vehicle Trip Rates and Distribution (Dated 26th March 2018) • Technical Note 3a – Junction Capacity Assessments (Dated December 2019) • Technical Note 4 – Response to [Pre-App] Comments Made by CCC and Green Signals Consulting (GSC) (Dated 16th July 2018) • Technical Note 5 – Response to Green Signals Consulting Comments (Dated November 2018) • Technical Note 6 – Junction Capacity Checking Exercise with Direct Flows (Dated 23rd January 2019) • Technical Note 7 – Response to Green Signals Consulting Technical Note 5 Response (Dated 24th January 2019) • Technical Note 8 – Response to AECOM Transport Assessment Review (Technical Note 01) (Dated 29th March 2019) • Technical Note 9 – A428 / Scotland Road / St Neots Road Junction Capacity Assessment (Dated 29th March 2019) • Technical Note 10 – Site Access East Lane Simulation Model Check (Dated 29th March 2019) • Technical Note 11a – Response to GSC Comments on TN7 and Modal Share Adjustment Sensitivity Test on Madingley Road Corridor (Dated 19th August 2019) • Technical Note 12 – Response to CCC Comments on TN6, TN9 and TN10 (Dated 26th June 2019) • Technical Note 13 – Response to AECOM Technical Note 02 (Dated August 2019) • Technical Note 14 – Response to CCC "Bourn Airfield Technical Note 12 Review" (Dated August 2019) • Technical Note 15 – Repositioning of the Bus Lane (Dated 18th September 2019) • Technical Note 16 - Response to Comments on the Madingley Road Corridor LinSig (Dated 17th October 2019) • Technical Note 17 - Summary of Cambourne Residential Survey Results (Dated 5th December 2019) • Technical Note 18 – Update to St Neots Road/Broadway Junction Modelling Following Updated Junction Surveys (Dated 10th December 2019)

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1.15 Responses have been provided by CCC following submission of the TA and in the Pre- Application Phase, which are contained in Appendix K: • GSC – Bourn Airfield South Development, Technical Note 4 Response (Dated October 2018) • GSC – Bourn Airfield South Development, Technical Note 5 Response (Dated December 2018) • GSC – Bourn Airfield South Development, Technical Note 7 Response (Dated February 2019) • CCC – Technical Note 6 – Junction Capacity Checking Exercise with Direct Flows Bourn Airfield (Received 27th March 2019) • CCC – Technical Note 9 – Capacity Assessment of the A428/Scotland Road/St Neots Road junction – Bourn Airfield (Received 7th May 2019) • CCC – Technical Note 10 – Checking Exercise of Site Access East Junction Capacity with Lane Simulation Model – Bourn Airfield (Received 7th May 2019) • CCC – Bourn Airfield Technical Note 12 Review (Received 12th August 2019) • CCC – Bourn Airfield Technical Note 14 Review (Received 22nd October 2019) • GSC – Bourne Airfield South Development, Technical Note 16 Response (Received 29th November 2019)

1.16 In addition, responses have been provided by AECOM on behalf of Highways England in response to the TA, which are contained in Appendix L: • AECOM – Technical Note 01 – [TA Review] (Dated 8th February 2019) • AECOM – Technical Note 02 – [TN8 Review] (Dated 12th July 2019)

Executive Summary

1.17 This report has been prepared by Mayer Brown Ltd. on behalf of Countryside Properties in relation an outline planning application for a new mixed use village comprising residential development of approximately 3,500 dwellings; mixed uses comprising employment, retail, hotel, leisure, residential institutions; education, community facilities, open space including parks, ecological areas and woodlands, landscaping; engineering for foul and sustainable urban drainage systems; footpaths, cycleways, public transport infrastructure; highways including a principal eastern access from the roundabout on St Neots Road and western access with Broadway including first section of strategic public transport route; associated infrastructure, groundworks and demolition; with all matters reserved except for the principal highway junctions from the St Neots Road roundabout and onto Broadway.

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1.18 The development is located on the corridor of the Greater Cambridgeshire Partnership Cambourne to Cambridge Improvements. In that context, it is located on a corridor where there will be a significant improvement to the journey times by bus, plus substantial improvements to the cycle network will come forward.

1.19 Notwithstanding this, the Transport Assessment has assessed the operation of the section of the network defined in scoping discussions with CCC, without the full Dedicated Strategic Public Transport Route in place. This analysis has shown that with a package of mitigation in place to be delivered by the development, the network can operate without severe harm which is the relevant test set out in the NPPF.

1.20 The proposed mitigation will include in addition to contributions towards the wider Greater Cambridgeshire Partnership proposals: • Delivery of the Dedicated Strategic Public Transport Route within the Bourn Airfield Master Plan area or Safeguarding of land to enable the delivery of the CCC proposed Eastern Route as explained in Section 4 • Monitoring of traffic in the surrounding villages and the set-up of a ‘Local Mitigation Fund’ to implement measures (such as traffic calming/speed restraint measures) if required as set out in Section 12 • Contribution towards the delivery of the wider Dedicated Strategic Public Transport Route in accordance with the traffic impacts of the development as explained in Section 10 • Delivery of off-site pedestrian and cycle improvements as set out in Section 9 • Delivery of the Bus Strategy as set out in Section 10 • The implementation of Travel Plans for all uses, including for a Car Club and fiscal incentives to encourage a culture of travel by non-car means

1.21 The access strategy, for the development is consistent with the overall objective of encouraging trips by non-car means, in particular: • Direct connections for Buses and Cyclists are provided to and from Cambourne • Cycle and pedestrian links are provided to the surrounding villages • Eastern and western stops are provided for the Dedicated Strategic Public Transport Route, with cycle interchange • The access strategy restricts through physical design, rat running movements on Broadway south of the development access

1.22 Finally, as set out in this Transport Assessment the experience of Countryside Properties is that through the efforts they make to encourage journeys by means other than a private

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car and the results they are achieving that the traffic forecasts used in this assessment would represent a very rigorous assessment.

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2 Description of the development

2.1 The application seeks Outline Planning Permission, with all matters (Access, Appearance, Landscaping, Layout and Scale) reserved for future determination, except in relation to the principal access junctions to the east and west, for: • Approximately 3,500 dwellings (Class C3 use) • Up to 250 units of residential institutional use (Class C2 use) • Up to 4,000 sqm Gross External Area (GEA) of retail uses (Classes A1/A2/A3/A4/A5 uses) in total in which no single outlet will be larger than 1,500 sqm GEA • Up to 1,500 sqm GEA of employment uses comprising offices, research and development and light industry only (Class B1a, b and c uses) • 2 Primary Schools incorporating pre-school provision (Class D1 use) on sites of not more than 4 hectares at each school site • Secondary School for up to 6 forms entry (Class D1 use) on a site of no more than 8 hectares • Up to 2,250 sqm GEA of community uses (Class D1 use) to include: a multi-purpose community centre, healthcare, nurseries, library use, places of worship and other community purposes • Up to 2,000 sqm GEA for health and fitness, gym and other cultural and recreational uses (Class D2 use) • Up to 5,000 sqm GEA hotel accommodation (Class C1 use) • Open spaces and other landscaped areas, including parks, play areas, playing fields, multi-use games areas, weather protected structures, public art, all weather pitches and associated floodlighting, woodlands, wildlife habitat areas, managed grassland, allotments, community orchards, formal/informal open space, ancillary maintenance buildings and pavilions • Access roads including eastern access to St Neots Road, western access to Broadway, safeguarded land for Dedicated Strategic Public Transport Route continuation, associated street lighting, street furniture, bus stops and shelters • Pedestrian, cycle, vehicle and bus routes, including plazas • Vehicular and cycle parking including electric vehicle charging points • Waste management facilities (sui generis use) • Provision of utility services including water, sewerage, telecommunications and related service media, electricity, gas, renewable energy, ancillary apparatus including pumping stations, substations and pressure regulators

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• Drainage works including foul drainage infrastructure, Sustainable Urban Drainage Systems including ground and surface water attenuation features • Demolition of existing buildings and structures • Groundworks including ground remodelling/bunds where necessary • Boundary treatments including acoustic mitigation measures and construction hoardings

Existing Site

2.2 RAF Bourn was initially constructed in 1940 as a satellite station for RAF Oakington. In 1942 the runways were lengthened and throughout the war RAF Bourn was home to squadrons of RAF planes including Lancaster bombers and Mosquitos.

2.3 Following the closure of the RAF operations in 1948, the land has hosted a range of uses. Today, the site contains a mix of previously developed land and poor quality agricultural land, and is used for arable farming, recreational flying (through the Rural Flying Corps) and research, development and industrial production. Some of the runways are also used for storage.

Access Strategy

2.4 The objective of the access strategy is to: • Encourage journeys to and from Cambourne to be made by bus, cycle and on foot • Provide a network of pedestrian and cycle linkages to the surrounding villages, in particular to allow the use of facilities but also to provide for interchange with the Dedicated Strategic Public Transport Route • Accommodate the Dedicated Strategic Public Transport Route within the Bourn Airfield Master Plan, with two interchanges placed in a position which optimises journey times for journeys through the Bourn Airfield Master Plan area and allows for interchange on foot and by cycle • Provide an eastern and western vehicle access to split traffic flows, ensuring that bus and cycle routes are not obstructed and designs the western access route to physically orientate traffic towards the St Neots Road. • Allow for access within the development to the existing David Ball and Gestamp Tallent/Thyssen Krup sites.

Dedicated Strategic Public Transport Route

2.5 The site is located in an area where a number of transport proposals are coming forward as part of the Greater Cambridge Partnership (see Section 6 for further details). This

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includes for a new Dedicated Strategic Public Transport Route between Cambridge and Cambourne and includes Bourn Airfield.

2.6 As part of the pre-application discussions with CCC and SCDC it was agreed that the Dedicated Strategic Public Transport Route would run through the Bourn Airfield to the north of the development from the Eastern Access to the Western Access where it will connect to Cambourne via the bus/cycle/pedestrian only link being provided by the Cambourne and Bourn Airfield developments.

2.7 The overall strategy is shown in Figure 2.1, with a full-scale plan contained in Appendix A.

Figure 2.1: Proposed Dedicated Strategic Public Transport Route through Bourn Airfield

2.8 The Dedicated Strategic Public Transport Route will either be provided through the development or land will be safeguarded to enable the delivery of the CCC proposed Eastern Route

2.9 The application seeks detailed approval for the eastern and western access. These are explained below.

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Eastern Access

2.10 The eastern access to the development will be from the existing access roundabout on Highfields Road/St Neots Road, with the development access the Wellington Way arm which will be amended. A plan of the access is shown in Figure 2.2.

2.11 The new access will also provide an increase in flaring on the St Neots Road approach to the roundabout, to ensure any delays to buses are minimised.

Figure 2.2: Proposed Eastern Access

Western Access

2.12 The Broadway access incorporates the dedicated bus and cycle link to Cambourne, in accordance with the agreed drawings for the Cambourne West consent, which are discussed in Section 4.

2.13 The application will seek detailed approval for the 1st section of the Dedicated Strategic Public Transport Route within the development as shown in Figure 2.3.

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Figure 2.3: Proposed Western Access

2.14 This access involves the reconfiguration of Broadway, so the priority is provided into and out of the development, to ensure that vehicles turn right onto Broadway and restricting access towards Bourn Village.

2.15 The access is being promoted in accordance with the Policy objectives described in Section 3. In particular its orientation prevents traffic egressing or ingressing the development travelling in a southbound direction.

2.16 Notwithstanding this and consistent with the Highways Authority recommendation for Cambourne West, which is described in Section 4, a monitoring and improvement fund will be established. This will involve annual surveys being undertaken on the local roads surrounding the development, with funding available to introduce traffic calming measures if any notable changes in traffic volumes or speeds attributable to the development are noted.

Pedestrian and Cycle Access

2.17 The master plan will include for a number of pedestrian and cycle routes throughout the site connecting to the existing area in accordance with the adopted SPD. As set out in paragraph 2.12, the western access provides a pedestrian, cycle and bus only connection to Cambourne, where a number of facilities are located. Further information in relation to pedestrian and cycle access is contained in Section 9.

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Phasing

2.18 The development will be constructed over a period between 2021 and 2045. The phasing strategy seeks to bring forward the education facilities with the objective of maintaining most School trips within the development and providing the Dedicated Strategic Public Transport Route proposals at the early stage of development.

Relevant planning history

2.19 There are a number of recent planning application relating to the site. The relevance of these is that the site has a number of permissions for vehicle generating uses, but for the purpose of a rigorous assessment the only vehicle movements to and from the site are those counted in the traffic surveys. The list of approvals include: Reference Description Date number Part Change of Use of Runway for External Storage, to Include, but not Limited to the S/1011/17/FL Temporary Siting (2 years) of Oversized Materials, Plant, Machinery, Storage 30-May-2017 Containers and Vehicles Part change of use of runway for external storage, to include but not limited to, the S/1314/16/DC 25-May-2016 siting of plant, machinery, storage containers and vehicles. Part Change of Use of Runway for External Storage, to Include, but not limited to the S/0427/16/FL Temporary Siting (2 years) of oversized Materials, Plant, Machinery, Storage 26-Aug-2016 Containers and Vehicles Change of use of former aircraft hangar and associated hardstanding for general S/3171/15/FL 26-Aug-2016 storage, including but not limited to, vehicles, containers, plant and machinery Part change of use of runway for external storage, to include but not limited to, the S/0499/15/FL 27-Feb-2015 siting of plant, machinery, storage containers and vehicles S/1020/13/FL Proposed Demolition and Replacement Buildings to Provide Class B1, B2 & B8 Uses 02-Dec-2013 Change of use of the site and buildings to a B2 use, with ancillary B1 (a), B1 (b) and B8 use, and works including demolition of a single storey ancillary workshop, S/1712/12/FL 14-Nov-2012 refurbishment of remaining buildings including a new entrance foyer to the main

building, and erection of a new warehouse along with associated external works (Part retrospective). S/1068/08/F Change of Use for Parking of Caravans and Siting of Self Storage Containers 21-Aug-2008 S/0900/08/F Removal of condition 2 of planning permission S/1361/05/F 02-Sep-2008 Part Change of Use of Runway for Use of Siting of Storage Containers, HGV Trailers S/1201/07/F 26-Feb-2009 and Associated Equipment S/1218/07/F Use as Open Market, Car Boot and Farmers Market 27-Feb-2009 S/1802/06/LDC Certificate of Lawfulness for Scrap Conveyor System 09-May-2007 S/1487/06/F Erection of Hangar for Light Aircraft 19-Sep-2006 S/1361/05/F Housing for Scrap Conveyor (Part Retrospective Application) 13-Nov-2007 S/2531/04/F Erection of Maintenance and Repair Hangar 12-Jul-2005 Use of Land as Motorcycle Training Area Together With Portable Building for S/1218/01/F 17-Aug-2001 Office/Classroom and Storage Container S/1778/00/F Proposed Construction of Noise Attenuation Bund 08-Mar-2001 15m high lattice mast together with associated development surrounded by 2.2m high S/1638/00/PNT 04-Oct-2000 fencing S/0246/00/F Hangar for Storage of Light Aircraft 28-Mar-2000 S/0177/99/F Change of Use of Runway From Die Storage to Crane Testing/Storage Area 29-Mar-1999 Variation of Condition 1 to Allow for Storage of Timber Poles and Associated S/0295/98/F Equipment and Removal of Condition 3 (Personal Condition) of Planning Permission 14-Apr-1998 S/0759/91/F Change of Use of Part of Main Runway to Open Storage of Dies (Retrospective S/0225/98/F 16-Apr-1998 Application) S/1002/97/F Factory extension for storage purposes 04-Sep-1997 S/0946/97/F Change of use of former airfield taxiway to open storage (storage of automotive fress 02-Sep-1997 diesel and associated equipment) Change of use to storage/production and ancillary office/display/photographic areas S/0766/97/F 03-Jul-1997 together with extended car park S/0830/96/F Change of use of building from agriculture to commercial storage 16-Sep-1996 S/0106/96/F Change of use of land and building for vehicle storage and servicing 11-Apr-1996 S/0105/96/F Change of use of land for vehicle storage 09-Apr-1996 20-Dec- S/1319/95/F Change of use from storage to ancillary offices in connection with engineering use 1995

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S/0593/95/F Loading/unloading bay extension to factory 12-Jun-1995 S/1118/94/F Use of part of railway as area for testing mobile cranes 29-Sep-1994 S/0880/94/F Aircraft hangar 06-Jul-1994 S/0434/94/F 2 storey office block (revision of approval s/1788/93/f) 10-May-1994 S/1788/93/F SINGLE STOREY OFFICE BUILDING 10-Jan-1994 S/0759/91/F Outside storage of plastic pipes 10-Jun-1991 S/0105/90/F Use as a mess room 15-Mar-1990 S/0447/89/F Extension to office/hangar and workshop 26-May-1989 S/1676/89/F Extension to roof 07-Sep-1989 S/1634/89/F Offices 08-Feb-1990 S/2955/88/F Outside storage of plastic pipes 19-Jan-1989 Erection of a multi-link system building for workshop (renewal of period consent S/0908/85/F 19-Jul-1985 S/1827/81) S/1296/84/O Paint shop/warehouse 12-Nov-1984 S/0309/82/F Wyseplan multi-link office building 22-Apr-1982 S/0245/81/F Open market and car park 13-Apr-1981 S/1827/81/F Multi link system building for workshop 26-Jan-1982 S/1552/80/F Ancillary buildings 23-Oct-1980 S/0407/80/F Open market and car park (extension of period consent s/0113/79) 28-Apr-1980 S/0883/80/F Helicopter repair workshop and hangar 28-Jul-1980 S/1530/79/F Two propane gas tanks 15-Oct-1979 S/1279/79/F Sewage treatment plant 04-Sep-1979 S/0113/79/F Open market and car park renewal of period consent s/1863/77 06-Apr-1979 S/0237/79/F Building and compound for bailing machine 05-Sep-1979 S/0865/79/F Erection of electricity sub station 06-Sep-1979 S/0704/78/O Erection of offices and aircraft hanger 01-May-1979 S/0703/78/F Erection of workshop building 11-Sep-1978 S/0189/78/F Installation of bulk storage argon gas unit 11-Mar-1978 S/0188/78/F Part change of use of warehouse to industrial 23-May-1978 S/1541/78/F Erection of hanger and office store for flying training school 16-Nov-1978 S/2169/78/F Change of use of part of warehouse to industrial use 17-Dec-1980 S/0492/78/F Erection of temporary building for storage of helicopter spare parts 23-May-1978 S/1863/77/F Open market and car park, renewal of period consent s/0130/77 10-Feb-1978 S/0130/77/F Open market and car park, renewal of period consent s/1909/75 19-Apr-1977 S/1224/76/F Erection of building for treatment of pipes 14-Jan-1977 S/0275/76/D Erection of warehouse 05-Apr-1976 S/1254/75/EU General industry 27-Jan-1976 S/0816/75/F Erection of storage building 14-Jul-1975 S/1909/75/F open market and car park (extension of period consent c/73/688) 26-Apr-1976 S/0284/74/O Erection of warehouse 27-Jun-1974 S/0882/74/F Installation of open market and car park (renewal of period consent c/75/688) 18-Dec-1974 C/1461/73/F Replacement of existing vhf radio aerial with self-supporting mast 04-Feb-1974 C/0688/73/F Installation of open market and car park 20-Sep-1973 C/0267/69/ ERECTION OF AIRCRAFT (HELICOPTER) HANGAR AND WORKSHOP 11-Aug-1969 C/0566/62/ Conference and demonstration area for the whole of the eastern electricity board 21-Sep-1962 RC/0055/59/ Erection of a radio mast 21-May-1959 Erection of a shelter to house a generator and transmitter for v.h.f. radio RC/0141/59/ 16-Jul-1959 communication with the board's vehicles C/0369/56/ Use of hangers for general industrial purposes 20-Jul-1956 C/0010/54/ Take over and use of existing water tower 27-Jan-1954 C/0181/53/ Extension to office for pest control 20-May-1953 C/0202/53/ Erection of an office 16-Jun-1953 Erection of a boiler house in connection with the proposed installation of heating C/0312/53/ 19-Sep-1953 equipment in transport repair shop for the eastern electricity board C/0105/51/ Green house extension to laboratory 21-Apr-1951 Table 2.1: Planning History

Parking

2.20 The Application is outline except for the vehicle access positions. However, the illustrative master plan has been designed for the purpose of accommodating cycle provision at the different uses within the development including for the Bus Dedicated Strategic Public Transport Route interchanges and the parking (vehicle and cycle) will

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be provided in accordance with standards for the different uses within the Master Plan. The internal layout will be in accordance with the Design Principles Document.

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3 National, Regional and Local Transport Related Planning Policies

3.1 This section sets out how the proposals relate to national, regional and local transport policy.

3.2 The emerging South Cambridgeshire Local Plan (SCLP) sets out how the District’s housing needs will be accommodated in the period up to 2031. The Development Strategy (Policy SS/6) includes proposals for the development of a new settlement at Bourn Airfield.

3.3 This section of the report will set out the relevant transport policies, conidering the following documents: • National Planning Policy Framework (NPPF) • Planning Practice Guidance (PPG) • Transport Strategy for Cambridge and South Cambridgeshire • The Third Cambridgeshire Local Transport Plan 2011 – 2026 • South Cambridgeshire Local Plan July 2013 • Bourn Airfield SPD, October 2019

National Planning Policy Framework (NPPF)

3.4 The revised National Planning Policy Framework was published on 19 February 2019 and sets out the government’s planning policies for England and how these are expected to be applied. This revised Framework replaces the previous National Planning Policy Framework published in March 2012 and July 2018.

3.5 In respect of Transport, Section 9 of the NPPF relates to ‘Promoting sustainable transport’ and ‘Considering development proposals’. In particular paragraphs 108-111 state:

“In assessing sites that may be allocated for development in plans, or specific applications for development, it should be ensured that:

a) appropriate opportunities to promote sustainable transport modes can be – or have been – taken up, given the type of development and its location;

b) safe and suitable access to the site can be achieved for all users; and

c) any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree. (NPPF 2018, paragraph 108)

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Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe. (NPPF 2018, paragraph 109)

Within this context, applications for development should:

a) give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second – so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use;

b) address the needs of people with disabilities and reduced mobility in relation to all modes of transport;

c) create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards;

d) allow for the efficient delivery of goods, and access by service and emergency vehicles; and

e) be designed to enable charging of plug-in and other ultra-low emission vehicles in safe, accessible and convenient locations. (NPPF 2018, paragraph 110)

All developments that will generate significant amounts of movement should be required to provide a travel plan, and the application should be supported by a transport statement or transport assessment so that the likely impacts of the proposal can be assessed”. (NPPF 2018, paragraph 111)

3.6 It is considered that the proposed development satisfies the relevant Policies of the National Planning Policy Framework.

Planning Practice Guidance (March 2014)

3.7 On the 6th March 2014, the Department for Communities and Local Government (DCLG) launched this web-based planning practice guidance resource. The PPG replaces the Department for Transport (DfT) Guidance on Transport Assessments.

3.8 In particular relation to this scheme, this Transport Assessment has been prepared in accordance with ‘Travel Plans, Transport Assessments and Statements in Decision- taking’ section of the PPG, which sets out the key principles that should be taken into account when preparing Travel Plans and TA’s:

“Travel Plans, Transport Assessments and Statements should be:

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• proportionate to the size and scope of the proposed development to which they relate and build on existing information wherever possible; • established at the earliest practicable possible stage of a development proposal; • be tailored to particular local circumstances (other locally-determined factors and information beyond those which are set out in this guidance may need to be considered in these studies provided there is robust evidence for doing so locally); and • be brought forward through collaborative ongoing working between the Local Planning Authority/ Transport Authority, transport operators, Rail Network Operators, Highways Agency where there may be implications for the strategic road network and other relevant bodies. Engaging communities and local businesses in Travel Plans, Transport Assessments and Statements can be beneficial in positively supporting higher levels of walking and cycling (which in turn can encourage greater social inclusion, community cohesion and healthier communities).

In order to make these documents as useful and accessible as possible any information or assumptions should be set out in a clear and publicly accessible form: • the timeframes over which they are conducted or operate should be appropriate in relation to the nature of developments to which they relate (and planned changed to transport infrastructure and management in the area); and • Local Planning Authorities should advise qualifying bodies for the purposes of Neighbourhood Planning on whether Travel Plans, Transport Assessments and Statements should be prepared, and the benefits of doing so, as part of the duty to support.

Local Planning Authorities may wish to consult the relevant bodies on planning applications likely to affect transport infrastructure, such as Rail Network Operators where a development is likely to impact on the operation of level crossings.”

3.9 Furthermore, paragraph 15 of PPG sets out the information that should be included in Transport Assessments and Statements:

“The scope and level of detail in a Transport Assessment or Statement will vary from site to site but the following should be considered when settling the scope of the proposed assessment: • information about the proposed development, site layout, (particularly proposed transport access and layout across all modes of transport); • information about neighbouring uses, amenity and character, existing functional classification of the nearby road network;

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• data about existing public transport provision, including provision/ frequency of services and proposed public transport changes; • a qualitative and quantitative description of the travel characteristics of the proposed development, including movements across all modes of transport that would result from the development and in the vicinity of the site; • an assessment of trips from all directly relevant committed development in the area (i.e. development that there is a reasonable degree of certainty will proceed within the next three years); • data about current traffic flows on links and at junctions (including by different modes of transport and the volume and type of vehicles) within the study area and identification of critical links and junctions on the highways network; • an analysis of the injury accident records on the public highway in the vicinity of the site access for the most recent three-year period, or five-year period if the proposed site has been identified as within a high accident area; • an assessment of the likely associated environmental impacts of transport related to the development, particularly in relation to proximity to environmentally sensitive areas (such as air quality management areas or noise sensitive areas); • measures to improve the accessibility of the location (such as provision/ enhancement of nearby footpath and cycle path linkages) where these are necessary to make the development acceptable in planning terms; • a description of parking facilities in the area and the parking strategy of the development; • ways of encouraging environmental sustainability by reducing the need to travel; and • measures to mitigate the residual impacts of development (such as improvements to the public transport network, introducing walking and cycling facilities, physical improvements to existing roads.

In general, assessments should be based on normal traffic flow and usage conditions (e.g. non-school holiday periods, typical weather conditions) but it may be necessary to consider the implications for any regular peak traffic and usage periods (such as rush hours). Projections should use local traffic forecasts such as TEMPRO drawing where necessary on National Road Traffic Forecasts for traffic data.

The timeframe that the assessment covers should be agreed with the local planning authority in consultation with the relevant transport network operators and service providers. However, in circumstances where there will be an impact on a national transport network, this period will be set out in the relevant Government policy.”

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3.10 It is considered that the proposed development satisfies the relevant guidance of the PPG, and that this Transport Statement and accompanying Travel Plan have been prepared in accordance with the above criteria.

Transport Strategy for Cambridge and South Cambridgeshire

3.11 The Transport Strategy for Cambridge and South Cambridgeshire (TSCSC) was adopted by Cambridgeshire County Council on 4 March 2014 and ensures that local councils plan together for sustainable growth and continued economic prosperity in the area.

3.12 This strategy has two main roles: • It provides a detailed policy framework and programme of schemes for the area, addressing current problems, and is consistent with the Cambridgeshire Local Transport Plan 2011-26. It is part of how the Council manages and develops the local transport network of the County as a whole • It supports the Cambridge and South Cambridgeshire Local Plans and takes account of future levels of growth in the area. It details the transport infrastructure and services necessary to deliver this growth

3.13 The relevant policies within the TSCSC are as follows:

Policy TSCSC 1: The Strategy approach

“The transport network will support economic growth, mitigate the transport impacts of the growth agenda and help protect the area’s distinctive character and environment. To achieve this, sustainable transport capacity will be provided in and around the city between key employment areas, and to where people live and access services. The sustainable transport network will strengthen the economic hubs and the high-tech clusters in and around the city by making movement between them straightforward and convenient. The backbone of the strategy will be a high-quality passenger transport network of bus, guided bus and rail services, fed and complemented by comprehensive pedestrian and cycle networks. Highways capacity enhancements will ensure that traffic can move efficiently in appropriate locations without interfering with passenger transport corridors.”

3.14 As set out in Section 4, the proposed development provides a section of Dedicated Strategic Public Transport Route through the site as part of the Cambourne to Cambridge scheme, in accordance with this policy.

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Policy TSCSC 3: Catering for travel demand in South Cambridgeshire “For additional travel demand to be accommodated on the constrained transport network of South Cambridgeshire and into Cambridge and surrounding towns: • Passenger transport services on main radial corridors will be used for part or all of more trips to Cambridge and to other key destinations. • More people will walk and cycle to access these services. • More people will car share. • More locally led transport solutions will provide passenger transport options in more remote areas that cannot viably be served by conventional bus services.”

3.15 As set out in Section 4, the proposed development provides a section of Dedicated Strategic Public Transport Route through the site as part of the Cambourne to Cambridge scheme, to assist with catering for Travel Demand in South Cambridgeshire. In addition, walking, cycling and car sharing will be promoted through the development Travel Plans.

Policy TSCSC 5: Planning obligations

“A comprehensive approach will be applied to secure the provision of new and improved transport infrastructure, in a timely manner to ensure that accessibility is maintained and the impact(s) of developments are addressed, in line with this Strategy approach.

Developers will be required to make provision to mitigate both the site specific and network impacts of their planning proposal. Mitigation measures will be secured by direct improvements carried out by the developer, and through the Community Infrastructure Levy (CIL) and/or a Section 106 (S106) agreement.

The nature and scale of mitigation/contributions will be determined by, the scale and type of development, as well as the transport impact and demands this places on the site and the local network.

In Cambridge (and South Cambridgeshire where applicable), until such time as CIL is implemented, planning obligations will continue to be secured through the Area Transport Plan process.”

3.16 A package of mitigation is proposed for the development, which includes for the Dedicated Strategic Public Transport Route through the site as part of the Cambridge to Cambourne scheme.

Policy TSCSC 6: Transport Assessments

“Transport Assessments (TA) will be required to support any planning application that produces a net increase of approximately 500 person trips (by all transport modes) per day. For smaller scale developments a Transport Statement (TS) will generally be

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required. However, a full TA may also be required if the development falls below this threshold but there are other local issues that may need to be addressed.

Early engagement with the local highway authority is strongly advised to agree the scope of the TA or TS and ensure that all the required data and information is provided when a planning application is submitted.

For the larger sites, it is expected that robust land use and transport modelling will be undertaken to assess not only the specific impact of the development but to assess the cumulative impact of the proposal on the surrounding transport network. The detail of this would need to be discussed and agreed with the Local Highway Authority.”

3.17 As set out in Section 1 of this Transport Assessment, scoping meetings have been held with CCC to determine the content of this report and the analysis required.

Policy TSCSC 7: Supporting sustainable growth

“The transport network will be developed in line with the strategy approach and objectives, to provide the capacity necessary to accommodate planned growth levels while protecting the area’s distinctive character and environment.

New development will be required to make provision for integrated and improved transport infrastructure to ensure that most people have the ability to travel by foot, bicycle or by passenger transport and in line with specified modal split targets where relevant.

Access by walking, cycling and public transport will be maximised in all new developments, ensuring that planning contributions are sought for transport improvements where appropriate.”

3.18 Section 6 of this report demonstrates that there are a number of transport measures coming forward as part of the Greater Cambridge Partnership to accommodate planned growth. The proposals will provide part of the Dedicated Strategic Public Transport Route through the site to accommodate the Greater Cambridge Partnership, along with providing additional measures throughout the site to provide access by walking, cycling and public transport.

Policy TSCSC 8: Improving bus services

“The County Council will work with partners and passenger transport operators to develop an improved and integrated network of High Quality Passenger Transport. The County Council will use existing channels, such as the Quality Bus Partnership to raise standards and monitor service provision”

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3.19 As set out in Section 4, the proposed development provides a section of Dedicated Strategic Public Transport Route through the site as part of the Cambourne to Cambridge scheme, which will significantly improve bus services as part of the Cambridge to Cambourne bus corridor.

Policy TSCSC 9: Access to jobs and services

“Access to areas of employment and key services will be maximised, particularly by sustainable modes of travel, to: • Provide a transport network that is efficient and effective • Provide good accessibility to services and for businesses • Provide a HQPT and cycle network to routes near major employment, education and service centres.”

3.20 As set out in Section 1, the scheme also includes for employment uses on site. The proposals will provide a network of pedestrian and cycle routes throughout the site, providing good accessibility to and for the employment uses, along with high quality public transport services.

Policy TSCSC 12: Encouraging cycling and walking

“The capacity, quality and safety of walking and cycling networks will be increased to enhance and promote healthy and active travel. The highest possible standard of cycling and walking infrastructure appropriate to a location will be pursued in line with this strategy and the emerging cycle strategy.

All new development must provide safe and convenient pedestrian and cycle environments including adequate and convenient cycle parking and ensure effective and direct integration with the wider network.

Where development opportunities arise, land should be released to improve the existing cycle network, for example the elimination of pinch points. New links should also be provided to expand the network as set out in the DfT LTN 1/12, LTN 2/08 and Manual for Streets.

Where feasible, pedestrian and cycle facilities will be provided alongside HQPT and new road infrastructure (citing the Busway facilities as a standard example).

Through the planning system future cycle routes should be safeguarded, where appropriate/feasible.

Cycle routes should be maintained, where possible, to offer year round and all-weather availability”

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3.21 A network of pedestrian and cycle routes will be provided throughout the site, connecting to the existing network, along with high quality public transport. Cycle parking will be provided for the various land uses, in accordance with standards. This, along with the marketing information which will be provided through the Travel Plans for the development will encourage walking and cycling.

Policy TSCSC 13: Provision of new highway capacity

“Where there is a requirement for new roads or increased road capacity, these should adhere to the highest possible design standards. Where feasible, pedestrian and cycle facilities will be provided alongside new road infrastructure (citing the Busway facilities as a standard example). The needs of public transport services will be considered in all road schemes, and priority for services should be provided on any new road where there is an expectation of regular bus usage, and an expectation that services reliability and timeliness would otherwise be disadvantaged.

This policy applies to new roads delivered by the County Council, new roads that will be passed to the Council through a relevant legal agreement, and those that will remain in third party ownership.”

3.22 The development will provide new roads through the site, which will be delivered to design standards. These will be subject to detailed design.

Policy TSCSC 14: New roads within development sites, or to provide access to development

“Where there is a requirement for new distributor roads or through routes as part of a development, adherence to the need to prioritise pedestrians, cyclists and public transport users will remain. This will include: • Providing the highest possible standard of pedestrian, cycling and public transport infrastructure as part of the road where feasible and necessary • Discouraging speeding • Restricting through access for general motor traffic (unless specifically required as part of the development). • Ensuring that there are safe and appropriate access arrangements to the adjoining public highway network and minimising the possibility of additional car traffic in the local area as a result of the new road.

This policy applies to both roads that will be passed to the County Council through a relevant legal agreement and those that will remain in third party ownership.”

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3.23 The development will provide new roads through the site, which will be delivered to design standards. These will be subject to detailed design. This will include pedestrian, cycle and public transport infrastructure.

Policy TSCSC 16: Road safety

“The safety of users of all modes of travel is a top priority, both on the existing network and through all new developments and schemes. The County Council will: • Implement road safety initiatives to reduce road traffic accidents • Work towards road safety targets held locally and nationally • Prioritise pedestrian and cycle safety • Work to increase cycling without increasing accidents”

3.24 The development will provide new roads through the site which will be designed in accordance with design standards and subject to Road Safety Audits.

Policy TSCSC 21: Planning obligations for Bourn Airfield and West Cambourne

“A comprehensive approach will be used to secure provision of infrastructure and improvements in a timely manner to ensure that accessibility is maintained and that the impacts of developments are mitigated in line with the Strategy approach. Developers will be expected to make provision for mitigation of the site specific and network impacts of their proposal, and the following interventions are expected to be required (subject to more detailed Transport Assessments agreed with the Highways Authority) to help mitigate and support the development at Bourn Airfield and West Cambourne. • Busway between West Cambourne site and the junction of the A1303 / A428. • Segregated bus links between the A428 and the M11. • A1303 / A428 outer Park & Ride capacity. • Direct, segregated high quality pedestrian/cycle links to west Cambridge, Papworth Everard, Highfields, Hardwick, Caxton, Bourn, Caldecote, Comberton, Bar Hill and Dry Drayton. • Any mitigation measures needed at the junctions of the A428 with the A1303 and A1198. • Delivery of funding of any measures required to mitigate the traffic impact of the developments on Bourn, Caldecote, Toft, Comberton and Barton. • A smarter choices package including residential school and workplace travel planning.”

3.25 As set out, it was agreed in pre-application discussions that the development would provide the Dedicated Strategic Public Transport Route through the site, connecting

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Cambourne to St Neots Road, as part of the Greater Cambridge Partnership. The segregated bus links and the outer park and ride capacity has been superseded by the Greater Cambridge Partnership proposals coming forward. In relation to pedestrian and cycle links, as stated the development will provide high quality connections throughout the site which will connect to the existing network and surrounding villages. Travel Plans will also be provided for all of the various land uses on site. Draft Travel Plans are appended to this TA.

The Third Cambridgeshire Local Transport Plan 2011 – 2031

3.26 The third Local Transport Plan (LTP3) is a statutory document which sets out our transport objectives, policies and strategy for the county and covers the period 2011- 2031.

3.27 The Plan is split in to three main parts: • Policies and Strategy • Long Term Transport Strategy • Transport Delivery Plan.

3.28 The Plan strategic objectives are as follow: • “Enabling people to thrive, achieve their potential and improve quality of life • Supporting and protecting vulnerable people • Managing and delivering the growth and development of sustainable communities • Promoting improved skills levels and economic prosperity across the county, helping people into jobs and encouraging enterprise • Meeting the challenges of climate change and enhancing the natural environment”

3.29 LTP3 has two further parts: • “The Long-Term Transport Strategy gives a high level view of the substantial transport infrastructure and service enhancements that are needed across the county. • The Transport Delivery Plan sets out the programme of schemes that we will deliver in the next two to three years, and an indicative medium term look at major schemes that are being brought forward.”

3.30 Issues and problems related to the objectives in LTP3 have been translated into a set of eight challenges for transport comprising: • Challenge 1: Improving the reliability of journey times by managing demand for road space, where appropriate and maximising the capacity and efficiency of the existing network.

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• Challenge 2: Reducing the length of commute and the need to travel by private car. • Challenge 3: Making sustainable modes of transport a viable and attractive alternative to the private car. • Challenge 4: Future-proofing our maintenance strategy and new transport infrastructure to cope with the effects of climate change. • Challenge 5: Ensuring people - especially those at particular risk of social exclusion - can access the services they need within reasonable time, cost and effort wherever they live in the county. • Challenge 6: Addressing the main causes of road accidents in Cambridgeshire. • Challenge 7: Protecting and enhancing the natural environment by minimising the environmental impact of transport. • Challenge 8: Influencing national and local decisions on land-use and transport planning that impact on routes through Cambridgeshire.

South Cambridgeshire Local Plan

3.31 The South Cambridgeshire Local Plan was adopted on September 2018 and sets out the planning policies and land allocations to guide the future development of the district up to 2031.

3.32 The relevant policies within the submission Local Plan are as follows:

Policy SS/7: Bourn Airfield New Village (as contained in the errata for Chapter 3: Strategic Sites)

1. “Land south of the A428 based on Bourn Airfield is allocated for the development of a new village of approximately 3,500 dwellings. A Supplementary Planning Document (SPD) will be prepared for the new village as addressed at subsection 15 of this policy. The final number of dwellings will be determined through a design-led approach and spatial framework diagram included in the SPD. It will be classified as a Rural Centre once built.

2. The new village will be developed to high standards of design and layout. A key consideration will be the relationship with other settlements in the A428 corridor, and maintaining rural character and separation of individual villages.

3. It will deliver an example of excellence in sustainable development and healthier living, which will make a significant contribution to the long term development needs of the Cambridge area.

4. The Major Development Site, which will accommodate the built development of the new village, is shown on the Policies Map. The area to be planned through the SPD

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is also shown on the Policies Map. This includes additional land to ensure that the development potential of the former airfield site is maximised and to ensure that the new village includes green infrastructure including formal and informal open space, strategic, landscaping and green separation, particularly from Caldecote / Highfields to help it fit into its rural setting.

The Site:

5. The built area of the settlement will be contained within the Major Development Site, and the location of major land uses and the design of the edges of the new village will have particular regard to ensuring an appropriate relationship with Cambourne and Highfields Caldecote.

The Phasing and Delivery of a Mix of Land Uses:

6. The new village will provide a range of uses appropriate to a new village including:

a. Residential development of a mix of dwelling sizes and types, including affordable housing, to achieve a balanced and inclusive community;

b. Employment development, of a quantum type and mix to meet the needs of the new village to be established through an Economic Development Strategy prepared in partnership with the local authority and key stakeholders;

c. Shops, services, leisure and other town centre uses of an appropriate scale for a Rural Centre, whilst avoiding significant impacts on vitality and viability of surrounding centres, and not competing with Cambridge as the sub regional centre or Cambourne village centre;

d. Smaller local centres to meet the needs of residential areas to ensure accessible local services;

e. Community services and facilities, including health, primary school and secondary school education;

f. Open space, sports and leisure facilities;

g. Appropriate provision for and design of waste / recycling management facilities.

Measures to Address Landscape, Townscape and Historic Setting of the New Village, and Deliver a High Quality New Development:

7. The new village will:

a. Establish and follow design principles to deliver a high quality development responding to local character, but also with its own identity;

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b. Provide strategic landscaping within and beyond the Major Development Site to deliver a high quality landscaped setting around the boundary of the settlement to avoid it appearing as part of a ribbon of urban development south of the A428, to maintain the rural nature of the Broadway and ensure separation from Cambourne, and to ensure countryside separation from Caldecote / Highfields and Bourn. The strategic landscaping along the eastern boundary of the Strategic Site south of the existing employment area will include a substantial and continuous woodland belt along the full length of the boundary to provide a suitable buffer to Caldecote / Highfields, including land within the Major Development Site;

c. Protect and enhance the setting of listed buildings near to the site;

d. Incorporate necessary mitigation to sensitive boundaries, with regard to noise, including the A428, using landscaped earth bunds.

Delivery of a Significant Network of Green Infrastructure:

8. The new village will:

a. Provide a high degree of connectivity to existing corridors and networks, including through an enhanced network of footpaths and bridleways;

b. Include areas accessible to the public as well as areas with more restricted access with the aim of enhancing biodiversity;

c. Retain existing woods, hedges, and water features which would contribute to the character and amenity of the village or separation from surrounding communities, managed to enhance their ecological value;

d. Consider the multifunctional value of spaces, e.g. amenity, landscape, biodiversity, recreation and drainage;

e. Take account of a full programme of ecological survey and monitoring, to guide a biodiversity management plan to provide appropriate mitigation and enhancement.

Creation of a comprehensive movement network:

9. The new village will be founded on a comprehensive movement network for the whole village, that connects key locations including the village centre and schools to encourage the use of sustainable modes of travel and includes:

a. Significant Improvements in Public Transport, including:

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i. Provision of a segregated bus link from Cambourne to Bourn Airfield new village across the Broadway, and on through the development to the junction of the St Neots Road with Highfields Road;

ii. Any measures necessary to ensure that a bus journey between Caldecote / Highfields and the junction of the A428 and the A1303 is direct and unaffected by any congestion suffered by general traffic;

iii. Provision of high quality bus priority measures or busway on or parallel to the A1303 between its junction with the A428 and Queens Road, Cambridge;

b. Measures to Promote Cycling and Walking, including:

i. Provision of a network of attractive, direct, safe and convenient walking and cycling routes from the start of the development linking homes to public transport and the main areas of activity such as the village centre, schools and employment areas;

ii. Provision of a direct, segregated high quality pedestrian and cycle links to west Cambridge, Cambourne, Caldecote / Highfields, Hardwick and Bourn;

iii. A Smarter Choices package including residential, school and workplace travel planning.

c. Highway Improvements including:

i. Include measures to mitigate the traffic impact of the new village on surrounding villages and roads;

ii. Provide convenient vehicular access, with at least two separate access points to the north west and north east of the site;

iii. Ensure that there will be no direct vehicular access to the Broadway for southbound traffic from the new village (except buses and bicycles).

Sustainability:

10. The new village will incorporate and deliver opportunities to exceed sustainable design and construction standards established by the Local Plan. These measures could include combined heat and power.

Infrastructure Requirements:

11. The new village will:

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a. Ensure the provision, management and maintenance of infrastructure, services and facilities to meet the needs of the village;

b. Make appropriate arrangements for foul drainage and sewage disposal, to be explored and identified through a Foul Drainage Strategy;

c. Ensure the provision, management and ongoing maintenance of sustainable surface water drainage measures to control the risk of flooding on site and which will reduce the risk of flooding to areas downstream and upstream of the development.

Community Development:

12. Measures will be required to assist the development of a new community, such as through community development workers.

Site Preparation:

13. Developers will be required to:

a. Undertake site wide investigation and assessment of land contamination and other issues resulting from former land uses, including military use, to ensure the land is suitable for the proposed end use and is not presenting a risk to the environment.

b. Ensure that all ordnance is removed from the site in ways that ensure the development can take place without unacceptable risk to workers and neighbours including major disruption to the wider public off site.

Phasing and Delivery:

14. The delivery of the new village, including any individual phases, must:

a. Be in accordance with the spatial framework diagram set out in the Supplementary Planning Document to ensure a comprehensive development of the site as a whole that will not prejudice the creation of a fully functioning and successful new village;

b. Be informed by appropriate strategies, assessments and evidence reports;

c. Plan for essential services, facilities and infrastructure to be provided in a comprehensive manner, anticipating future needs, and establishing suitable mechanisms to deliver the infrastructure in a timely and efficient way to achieve the delivery of the new village, including the needs of individual phases, and the requirements on developers;

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d. Make satisfactory arrangements to ensure appropriate engagement and consultation with local people and stakeholders.

Supplementary Planning Document:

15. The SPD to be prepared for the Strategic Site shown on the Policies Map will provide further guidance and detail on the implementation of Policy SS/7. The SPD will include:

a. An overarching, high level vision for the new village;

b. Consideration of relevant context including key constraints and opportunities;

c. The broad location of the components of the new village which are essential to support comprehensive and seamless development. A spatial framework diagram will be included that ensures the creation of a sustainable, legible and distinctive new settlement;

d. Broadly how the development is to be phased, including the delivery of key infrastructure.”

Policy TI/2: Planning for Sustainable travel

1. “Development must be located and designed to reduce the need to travel, particularly by car, and promote sustainable travel appropriate to its location.

2. Planning permission will only be granted for development likely to give rise to increased travel demands, where the site has (or will attain) sufficient integration and accessibility by walking, cycling or public and community transport, including:

a. Provision of safe, direct routes within permeable layouts that facilitate and encourage short distance trips by walking and cycling between home and nearby centres of attraction, and to bus stops or railway stations, to provide real travel choice for some or all of the journey, in accordance with Policy HQ/1;

b. Provision of new cycle and walking routes that connect to existing networks, including the wider Rights of Way network, to strengthen connections between villages, Northstowe, Cambridge, market towns, and the wider countryside;

c. Protection and improvement of existing cycle and walking routes, including the Rights of Way network, to ensure the effectiveness and amenity of these routes is maintained, including through maintenance,

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crossings, signposting and waymarking, and, where appropriate, widening and lighting;

d. Provision of secure, accessible and convenient cycle parking in accordance with Policy TI/3;

e. Securing appropriate improvements to public and community transport (including infrastructure requirements) in accordance with the aims of the Cambridgeshire Local Transport Plan and South Cambridgeshire Community Transport Strategy.

3. Developers will be required to demonstrate they will make adequate provision to mitigate the likely impacts (including cumulative impacts) of their proposal including environmental impacts (such as noise and pollution) and impact on amenity and health. This will be achieved through direct improvements and Section 106 contributions and/or the Community Infrastructure Levy (CIL), to address transport infrastructure in the wider area including across the district boundary.

4. Developers of ‘larger developments’ or where a proposal is likely to have ‘significant transport implications’ will be required to demonstrate they have maximised opportunities for sustainable travel and will make adequate provision to mitigate the likely impacts through provision of a Transport Assessment and Travel Plan. All other developments will be required to submit a Transport Statement. Where a Transport Assessment / Statement or Travel Plan is required, a Low Emissions Strategy Statement should be integrated.

5. Travel Plans must have measurable outputs, be related to the aims and objectives in the Local Transport Plan and provide monitoring and enforcement arrangements. Planning obligations may be an appropriate means of securing the provision of some or all of a Travel Plan, including the requirement for an annual monitoring and progress report. Submission of area-wide Travel Plans will be considered in appropriate situations. Outline planning applications are required to submit a framework for the preparation of a Travel Plan.”

3.33 The proposed development will be designed through the master planning process, to encourage sustainable travel modes, including cycle storage in accordance with standards as well as safe and secure sustainable routes to the facilities on site and in the surrounding areas. Travel Plans will be provided for all of the uses on site. A Framework Travel Plan is appended to this report.

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Policy TI/3: Parking Provision

1. “Car parking provision should be provided through a design-led approach in accordance with the indicative standards set out in Figure 11. Cycle parking should be provided to at least the minimum standards set out in Figure 11.

2. Car parking provision will take into consideration the site location, type and mix of uses, car ownership levels, availability of local services, facilities and public transport, and highway and user safety issues, as well as ensuring appropriate parking for people with impaired mobility.

3. The Council will encourage innovative solutions to car parking, including shared spaces where the location and patterns of use permit, and incorporation of measures such as car clubs and electric charging points.

4. Residential garages will only be counted towards car and cycle parking provision where they meet a minimum size requirement.

5. All parking provision must be provided in a manner that accords with Policy HQ/1 and the developer must provide clear justification for the level and type of parking proposed in the Design and Access Statement and/or Travel Plan.”

3.34 Cycle and vehicle parking will be provided in accordance with standards for all uses.

Policy TI/8: Infrastructure and New Developments

1. “Planning permission will only be granted for proposals that have made suitable arrangements for the improvement or provision of infrastructure necessary to make the scheme acceptable in planning terms. The nature, scale and phasing of any planning obligations and/or Community Infrastructure Levy (CIL) contributions sought will be related to the form of the development and its potential impact upon the surrounding area.

2. Contributions may also be required towards the future maintenance and upkeep of facilities either in the form of initial support or in perpetuity in accordance with Government guidance.”

3.35 Adequate infrastructure improvements are proposed to support the development and will be finalised through S106 discussions.

Application of Transport Policy to New Village at Bourn Airfield

3.36 The overarching approach for the Transport Strategy in relation to transport policy for the Proposed Development is to demonstrate that the development will achieve

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adequate mitigation of its transport impact, to reduce the number of car journeys and promote suitable travel.

3.37 The overall objectives of the policy in relation to the creation of a comprehensive movement network and how these are being adhered to are set out in the following paragraphs.

Significant Improvements in Public Transport

3.38 The proposals include for the provision or the facilitating the provision of the Dedicated Strategic Public Transport Route as part of the wider route. The development will either provide the Dedicated Strategic Public Transport Route or safeguard the land to enable the delivery of the route. This is set out in Section 2.

3.39 In addition, a number of proposals are included to improve and promote bus travel, including contributions towards the Greater Cambridge Partnership for off-site public transport improvements and the implementation of a Bus Strategy. This is set out in detail in Sections 10 and 12.

Measures to Promote Cycling and Walking

3.40 The masterplan incorporates a number pedestrian and cycling routes throughout the site. This will include connections to the surrounding villages. This is set out in Section 9.

3.41 In addition, a number of measures are proposed to encourage cycling and walking as a mode of travel to and from the development, including facilitating off-site improvements to pedestrian and cycling routes. This is set out in detail in Sections 9 and 12.

Highway Improvements including

3.42 As set out in Section 1, it has been agreed with CCC to monitor the traffic movements in the surrounding villages to ensure there is no impact as a result of the proposed development.

3.43 Two accesses are being provided, the eastern access at the existing roundabout junction on St Neots Road where the site is currently accessed, and the western access will be new signalised junction on Broadway, which is being designed to accommodate the Dedicated Strategic Public Transport Route to Cambourne.

Bourn Airfield Supplementary Planning Document

3.44 The draft SPD was submitted for consultation in June 2019 and was subsequently adopted on 2nd October 2019. The full SPD forms Appendix M to this TA.

3.45 Site Context – Access, Movement & Connectivity states:

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Active Travel (Cycling, walking and horse riding)

“A high proportion of trips in Cambridgeshire are made by bicycle compared to the rest of the UK, however only 2-5% of work trips are made by cycle within the wards directly surrounding the site. The site is currently poorly connected for long distance cycling, with no national cycle route designations in the area. The site is approximately a 40 minutes cycle ride from central Cambridge however the route is not completely trafficfree and is largely along St Neots Road. The part of the route from Hardwick to Cambridge is off- road. However, the Greater Cambridge Partnership intend to include cycling and pedestrian facilities within their Cambourne to Cambridge Better Public Transport Project.

Pedestrian and cycle movement from and across the site is further restricted by physical and perceived barriers such as enclosed private land, which interrupt the connectivity of Public Rights of Way (PRoWs) and footpaths within the surrounding countryside. Cambourne, however, features an extensive network of cycleways and footpaths, with several connections to the Broadway and other villages in the wider area, such as Caxton and Elsworth. The existing PRoWs present an opportunity to create stronger linkages with Cambourne (via PRoW 279/3) and to a lesser degree Highfields Caldecote (via PRoW 26/15).

A bridleway passes close to the southern boundary of the site, providing a route between Highfields Caldecote and Bourn village, and onwards to surrounding countryside. Again, there is an opportunity to link and extend existing bridleways to create more extensive and permeable for all non-motorised users throughout the site and surrounding areas.”

Public Transport

“The local area is served by several bus services, with existing stops in surrounding villages. The Citi 4 bus route provides an express service from Cambourne to Cambridge and the 18 service serves Bourn. A high-quality public transport route linking Cambourne to Cambridge is being planned with the route passing through the northern part of the site.

There is currently no railway service within this area, the nearest stations being at St Neots and Cambridge North. The Cambourne to Cambridge high quality public transport route will connect to Cambridge North station, and ultimately serve St Neots station in the longer term. Consultation closed in spring 2019 in respect of potential route options for the Bedford to Cambridge section of the East West Rail connection between Oxford and Cambridge, two of which could include a station at Cambourne. If a new station is

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proposed at Cambourne it would be accessible to Bourn Airfield residents via the high quality public transport service and an extensive network of cycle and walking routes.”

Road

3.46 It is noted that the SPD confirms that is does not explore a direct, grade separated access to the A428 from the new village.

“St Neots Road, Broadway, Highfields Road and Knapwell High Street form the main local road network, connecting to neighbouring villages, linking to the A428 and A14, providing potential access to site. There are multiple existing access points serving existing properties and from the roundabout in the north-eastern corner of the site, via Wellington Way. There is no direct vehicle route between the site and Cambourne, immediately to the west.

The A428 forms the main route into Cambridge and provides connections to the A14/A1 and the M11 via the A1303. Junctions providing access to the A428 are located 2km to the east and west of the site. The road was substantially upgraded to a dual carriageway in 2008. Further work is due to take place between Black Cat and Caxton Gibbet to the west of Cambourne.

The SPD does not explore a direct, grade separated access to the A428 from the new village. Extensive transport modelling was undertaken to support the preparation of the Local Plan, taking into consideration all planned development. It did not identify a need for a new junction but did identify a need for a dedicated high quality public transport route to link with jobs and services in and around Cambridge. The overarching vision for the adopted Local Plan, including for the new settlements, is to secure a modal shift away from use of the private car. The Inspectors examining the Local Plan found this approach ‘sound’. Highways England Policy ‘Circular 20/2013 The Strategic Road Network and Delivery of Sustainable Development’, sets out that a need must be established with no alternative solutions for the development of a new junction. In addition, in line with current design standards, Highways England have outlined there is marginal room for a new junction and junctions which are spaced too closely, creating unnecessary weaving with traffic changing lanes raising greater safety risks and increased congestion.

3.47 Fix A states:

Main Points of Access and Primary Street

“The site will be accessed from two points at the eastern and western edges of the site identified on the plan below. This will include creating new or enhanced junctions to

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provide appropriate highway capacity and safe pedestrian / cycle access to the site as follows:

1. A western access from the Broadway which reconfigures the existing highway to provide priority to the primary street entering the site and ensure there will be no direct vehicular access for southbound traffic from the new village. The detailed design should explore the use of physical islands to prevent traffic movements to the south.

2. Enhancement to the existing roundabout on St Neots Road, ensuring the HQPT route can travel through without hindrance by queuing traffic.

3. Enhancement to the existing junction of St Neots Road and the Broadway, incorporating physical measures to restrict the ability of northbound traffic to make a U turn at the junction to head south on the Broadway towards Bourn village.

4. A new junction on the Broadway which allows the HQPT and pedestrian / cycle route priority crossing into Cambourne. The development will create a primary street linking the main access points, which must: • Serve the village centre and provide direct vehicle access to the existing employment site. • Be aligned and configured to provide a key role in the pedestrian and cycle movement network. • Be supported by a network of secondary streets to provide access to and legibility within the wider site.”

3.48 Fix B states:

Strategic walking and cycling connections

“The site will have a network of routes which incorporate infrastructure for active travel, to include: • A shared pedestrian and cycle route along both sides of the primary street and secondary streets, except where a parallel traffic-free route is provided directly alongside. • Segregated pedestrian and cycle routes should also be included to ensure an inclusive design and safety for blind and partially sighted people. • Provision of walking, cycling and horse riding routes suitable for all nonmotorised users within the site’s green corridors identified on the plan. • Connections to the existing footpath network surrounding Cambourne (at the locations shown), connections with residential streets in Cambourne, and appropriate crossing points over the Broadway.

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• Connections to Highfields Caldecote, including footpaths through the woodland on this edge of the site, providing access to Furlong Way and Grafton Drive. Routes through woodland areas should be sensitively designed and lit. • A long-distance route associated with the proposed HQPT route, running parallel to the route through the site, and with secure cycle facilities provided at each stop. • Connections to the existing bridleway running along the southern edge of the site, with enhancement to existing paths that link the site with Bourn and Highfields Caldecote.

Appropriate signage and interpretation boards including distances / time to destinations.

Routes must be fully accessible to people with disabilities who are using mobility aids such as mobility scooters, adapted cycles and wheelchairs.

Recreational routes for walking, cycling and horseriding are set out Guiding Principles 3A and Fix E.”

3.49 Fix C states:

Cambourne to Cambridge High Quality Public Transport route and stops

“The new village will incorporate a corridor for the proposed HQPT Route which will pass through the site, along with the provision of sites for two stops. The proposals must: • Provide for a largely segregated alignment as shown on the plan, subject to detailed discussion with Greater Cambridge Partnership. • Provide for the operating needs of a rapid transit service, with limited interruption by other modes of travel, continuous 55mph travel between stops, and a minimum corner radii of 100m. • Provide a segregated combined walking and cycling path with a minimum 3m width alongside the route. • Include potential to integrate with other local bus routes if possible. • Provide a stop adjacent to the village centre • Provide a stop to serve the existing employment site.

Stops should be designed to be user friendly including: • Shelter for waiting passengers. • Real-time information. • Wifi hotspots. • Signage to the walking and cycling routes and key destinations within and beyond the site. • Provision for secure and safe cycle parking which is prominent and easy to access.

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• Car parking for disabled users near to the stop.”

3.50 Fix E states;

Recreational walking, cycling and horse riding routes

“Signposted routes for recreational walking, cycling and horse riding will be as follows: • A circular walking and cycling route around the edges of the village and connections to existing green infrastructure networks in surrounding settlements. • Horse riding routes through key green corridors as shown on the plan, connecting with the existing bridleway on the southern edge of the site, and providing onward connections to surrounding bridleways and lanes surrounding the site where possible. The network should provide potential circular routes around the site. • Routes should be constructed to a multiuser standard for all users and include appropriate access controls, surfaces, mounting blocks, sight lines and safe road crossing designs. • Circular routes within and around the edges of the village, incorporating routes and areas of walking dogs off lead.

A network of footpaths and cycle routes for strategic movement is set out in Fix B”

3.51 The Infrastructure Delivery Plan for Transport Related Infrastructure is shown below in Table 3.1.

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Infrastructure Provider/ On/Off No Description Triggers Land holding Funding Mechanism Scheme partner site TRANSPORT INFRASTRUCTURE Non-motorised user infrastructure Improved A comprehensive network of high quality pedestrian, cycle routes Applicants / Prior to occupation. To Taylor family/ Planning conditions cycle and and riding within the site and to connect the new village to Cambridge be identified through the S106 / 1 Both Countryside / S106 where direct walking surrounding villages, including Caldecote, Bourn and Cambourne County Council Transport Assessment S278 and offsite. mitigation required. network etc. (CCC) Process Prior to occupation. To be Taylor family/ Planning conditions Cycleway Along old A428 corridor, between A428 Madingley Mulch Applicants / identified through the S106 / 2 Both Countryside / S106 where direct improvement roundabout and Cambourne. CCC Transport Assessment S278 and offsite. mitigation required. process. Improvements Prior to occupation. To be Link on site routes to surrounding villages (walking, cycling, Planning conditions to public rights identified through the Taylor family/ S106 / 3 bridleways) and provide circular routes for dog-walking, health Applicants Both / S106 where direct of way Transport Assessment Countryside S278 walks, running and horse riding. mitigation required. network process. Pre-occupation. To be Planning conditions Cycle parking to be provided at some of the bus stops to improve 4 Cycle parking Applicant / CCC determined through Transport Off N/A S106 / S106 where direct accessibility. Assessments. mitigation required. Public transport infrastructure New public transport link and Park and Ride facility between A contribution GCP Cambourne to Cambourne and Cambridge. The developer is to provide the towards the GCP Cambridgeshire Cambridge – section within their site. Two stops are proposed at Bourn Airfield Taylor family/ Cambourne to and 5 Better Public New Village. Public consultation has been carried out one route. Prior to occupation. Both Countryside S106 Cambridge scheme Peterborough Transport Plans for the regional Cambridgeshire Autonomous Metro (CAM) and offsite will be made by the Combined Project network are at an early stage, but the proposed routes take into developer. To be Authority account the requirements of the CAM. agreed with CCC. Planning conditions Improvement of sustainable transport links to Cambridge and Triggers to be agreed through 6 Bus services Applicant / CCC Off N/A S106 / S106 where direct Cambourne/St. Neots. the S106 process. mitigation required. A428 Planning conditions Madingley Mitigation would be required along A428 corridor by enhancing Triggers to be agreed through 7 Applicant / CCC Off N/A S106 / S106 where direct Road Bus off site bus routes. the S106 process. mitigation required. priority On occupation. To be Planning conditions Public Improved services to destinations such as St Neots to be On 8 Applicant / CCC determined through Transport N/A S106 / S106 where direct Transport investigated and provide by developer as necessary. and off Assessments. mitigation required. Highway infrastructure Planning conditions Highway To be determined through On Taylor family/ Developer 9 Primary road network within the proposed new village. Applicant / CCC / S106 where direct improvements Transport Assessments. site. Countryside to deliver. mitigation required. On Taylor family/ Planning conditions Highway New access junction on the eastern side of the development. To be determined through Developer 10 Applicant / CCC and off Countryside / S106 where direct improvements Junction with Highfields Road/ St Neots Road. Transport Assessments. to deliver. site and off site. mitigation required. New access junction on the western side of the development. On Taylor family/ Planning conditions Highway Junction with The Broadway. Junction must be designed to To be determined through Developer 11 Applicant / CCC and off Countryside / S106 where direct improvements effectively ban left turns out of the New Village and right turn in Transport Assessments. to deliver. site and off site. mitigation required. so as to minimise rat running through the village of Bourn.

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Infrastructure Provider/ On/Off No Description Triggers Land holding Funding Mechanism Scheme partner site Prior to occupation - to be Taylor family / Planning conditions Highway Capacity enhancements at other local junctions which are identified through the Off S106/ 12 Applicant / CCC Countryside / S106 where direct Improvements impacted by the development as required. Transport Assessment site S278 and off site. mitigation required. process. Prior to occupation and Applicant to monitor traffic impacts on village routes, including Taylor family/ Planning conditions Highway ongoing - to be identified Off 13 Bourn, Highfields Caldecote, Knapwell and Hardwick on an Applicant / CCC Countryside S106 / S106 where direct Mitigation through the Transport Assess- site ongoing basis. and off site. mitigation required. ment process. Traffic calming and other measures to be implemented in Triggers to be agreed through Taylor family/ Planning conditions Highway surrounding villages including Bourn, Highfields Caldecote, S106 process. To be identified Off 14 Applicant / CCC Countryside S106 / S106 where direct Mitigation Knapwell and Hardwick if required. Monitoring strategy will reflect through the Transport site and off site. mitigation required. this need. Assessment process. Off-site Planning conditions If traffic is above model flows monitoring and fund required for Triggers to be agreed through 15 mitigation Applicant Off N/A S106 / S106 where direct traffic calming. the S106 process. works mitigation required. Electric car Amount should be in line with Planning conditions and cycle Provision of charging points for electric cars and bicycles to Taylor family/ 16 Applicant housing and village centre On Direct / S106 where direct charging facilitate greener travel options. Countryside phasing. mitigation required. points Table 3.1: Infrastructure Delivery Plan for Transport Related Infrastructure

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4 Highway Authority Recommendation for Cambourne West

4.1 A planning application (Ref: S/2903/14/OL) was granted permission in January 2017 for an additional 2,350 dwellings, retail uses, B1 uses, community and leisure facilities, two primary schools, one secondary school and associated infrastructure and open space at West Cambourne.

4.2 The relevance of this approval in Transport terms is that the Cambourne West development is located on the same transport corridor and the applicants undertook a similar assessment of cumulative development. The mitigation package agreed for the Cambourne West development proposals, involved: • The access to the site and junction arrangements • Bus priority measures and services • Pedestrian and cycling accessibility and infrastructure; • Offsite mitigation and monitoring measures • Travel Plan measures including costs to cover monitoring and a coordinator. • Improvements to the Rights of Way network

4.3 The full Highway Authority recommendation, forms Appendix B to this report, but we have summarised relevant extracts in the following paragraphs in relation to: • The Benefits of Public Transport Access onto the Broadway • Highways Modelling Conclusions • City Deal Proposals • Sustainability

The Benefits of Public Transport Access onto the Broadway

4.4 The Cambourne West Committee Final Report, in relation to the Broadway bus link, states that:

“A major impediment to improving bus times between Cambourne and Cambridge is the fact that buses have to leave Upper Cambourne by returning westwards as the only access to the old A428 is via Cambourne Road. Cambourne residents can regularly be seen walking along the Broadway in order to access bus stops on the old A428 in order to avoid spending additional time on the bus as it traverses back through Cambourne.

A bus link was originally identified in the Cambourne Masterplan Report of May 1996 and details of a link from Sterling Way onto the Broadway was later included in the outline application for the 950 development but not supported by Planning Committee at that

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time. The implication of this decision was that for a number of years buses did not enter Upper Cambourne. As a result of changes to the bus route the Citi 4 now enters Upper Cambourne, but in order to do so it no longer enters the business park. A recent survey, as part of the travel plan requirement for the 950 development, showed a reduction in car usage from 79% to 43% following the introduction of a bus service to Upper Cambourne.

During the consideration of the 950 application a number of the representations referred to the original planning proposals for a new settlement along the A45 corridor (now the A428) and the comments made by the Inspector in 1992 about the lack of justification for a link onto the Broadway. Concerns about coalescence with the village of Bourn were also raised. All planning applications have to be dealt with on their merits and determined in accordance with relevant planning policy. Any comments made in 1992 would have been based on the policy context and the merits of the proposal at that time. Local and national planning policy has changed significantly in the twenty-five years that have passed since then. In particular Local Development Framework (LDF) policies DP/1, DP/3, TR/1 and TR/3, which require new developments to reduce car dependency and provide enhanced public and community transport infrastructure, would support the provision of the link. The NPPF requirement for sustainable development would also give additional weight to the delivery of the bus link.

The applicant recognises that the bus link is critical to the delivery of a comprehensive package of public transport improvements for Cambourne West as it would result in shorter travel times to and from Cambridge. This would make the service more attractive to users as well as having financial and environmental benefits through lower fuel cost and emissions. Increasing the viability of bus routes would be critical to some of the less well used routes that serve Cambourne such as the less frequent 18 service that runs through Bourn, Toft, Comberton and Barton.

The delivery of the bus link, on land owned by the applicant, is included in the draft S106 as an obligation prior to development commencing. In order to progress this matter the applicant has submitted a separate outline application to establish the principle of the use of the land for a bus link (ref. S/3329/16/OL). This application was due to be a separate item on the agenda of this meeting as an objection was expected from Bourn Parish Council. However, following support from both Cambourne and Bourn Parish Councils the application will now be dealt with under delegated powers.

In order to allay the concerns of residents a condition will be attached to S/3329/16/OL to ensure that only buses and emergency vehicles can use the link, together with

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pedestrians and cycles (on a segregated route). An application has been approved for a temporary cycle route through the site and landscaping similar to other greenways in Cambourne. A contribution of £190,000 was secured from the 950 S106 for transport improvements within Cambourne, which would go towards constructing the link. A further £160,000 has been identified in the infrastructure costs to deliver a single lane bus link with passing points for buses. Depending on the outcome of the City Deal route options, and the potential need for rapid transport routes in both directions through this link, the indicative design for the bus link may need to be reviewed before the submission of detailed plans.

Although officers recognise the concerns about the bus link they believe that any impacts can be mitigated by an appropriate design and the use of vehicular control measures and signage that would be secured by planning conditions.”

4.5 It is clear that this link into Cambourne which will be continued into the proposed development provides a major benefit.

Highways Modelling Conclusions

4.6 In relation to Transport Modelling, the report states:

“As part of the application documents a Transport Assessment (TA) was submitted to identify the projected traffic flows on the surrounding transport network. The TA was informed by survey data to establish existing transport flows and the Cambridge Sub Regional Model (CSRM). The modelling showed that the highest percentages of external trips from Cambourne West at peak times would head eastwards towards Cambridge. There was also a significant percentage of traffic heading westwards towards St Neots.’’

4.7 It then explained that pursuant to the audit of further information, this “led to the development of a range of mitigation measures, including items included in the draft S106 and further design enhancements of the proposed accesses being agreed, and the holding objection being lifted.”

4.8 Of note, the recommendation acknowledged that “The central location of facilities within the site, and proximity to facilities in Cambourne, means that Cambourne West residents would have greater opportunities to make these trips on foot or by cycle. It is clear that the Bourn Airfield proposals allow for a similar conclusion to be drawn.”

City Deal Proposals

4.9 The Highway Authority recommendation considered the proposals in the context of the wider Dedicated Strategic Public Transport Route proposals coming forward and the Bus Strategy for the development.

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4.10 In the context of the City Deal proposals:

“The Cambourne West application has been considered in the context of the comprehensive public transport solution being delivered by City Deal, which would meet the sustainable transport requirements of the draft allocation in the local plan.

As part of the submission documents the TA originally proposed a number of physical interventions that would have allowed for greater public transport priority along sections of the route between Cambourne and Cambridge. These included lengths of bus lanes along parts of Madingley Road that could be delivered on highway land by the applicant under section 278 agreements.

However, it is agreed with the City Deal team and the applicant that the cost of the works that would have been carried out to mitigate the development would be better utilised as a contribution towards the wider scheme. A contribution of £8.7m towards both tranches of the City Deal proposals and a new park and ride site is included in the draft S106, the final route and location of which would be agreed by the City Deal Board. A similar pro- rata contribution would be sought from any development at Bourn Airfield. If City Deal scheme were not to progress further then a contribution would still be required to mitigate the impact of the development through the enhancement of public transport routes between Cambourne and Cambridge. However, if this were the case, then the applicant would not be able to deliver such a comprehensive scheme as City Deal would. The S106 would need to be drafted to ensure that should City Deal not progress further then the applicant would deliver bus priority measures along the A428/A1303 corridor based on the contribution in the draft S106.”

4.11 In relation to the Bus Routes there are following comments:

“In considering the design of new developments it is necessary to ensure that opportunities exist to encourage the use of sustainable modes of transport and this is a key component of the NPPF definition of sustainable development. In this case Cambourne West has been designed so that a high percentage of homes are within 400m walking distance of a bus stop. The applicant’s strategy for an enhancement of bus services to Cambourne has had to been developed in the context that City Deal might not happen. Until there is greater certainty the on the City Deal bus routes proposals that have been developed in consultation with Stagecoach for a 20 minute service for most of Cambourne and Cambourne West and a 10 minutes service for central Cambourne remain indicative only. The necessary flexibility would be built into the S106 to ensure that the contribution towards subsidising buses entering the new development would be maximised depending on final routes, operators etc.

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4.12 It is noted that these proposed bus services would be routed through the Bourn Airfield Master Plan, with the delivery of the Dedicated Strategic Public Transport Route explained in Section 2.

Sustainable Measures

4.13 The comments in relation to the Travel Plan states that:

“The draft S106 includes financial contributions towards travel plan measures (£470,000) as well as a travel plan coordinator (£20,000 a year for 10 years) and monitoring (£3,750 a year for 10 years). Further details of what measures would be included would be agreed with officers but they are likely to include introductory bus passes, cycle discounts etc.. A breakdown of the costs of individual measures would be secured as part of the travel plan.

The provision of alternative modes of transport and encouragement of walking and cycling early on is critical to prevent new residents from getting into the habit of relying on their private cars to meet their daily needs. Therefore, it is critical that as much of the cycle, pedestrian, and public transport infrastructure is delivered as early as possible. To compliment this the travel planning coordinator also needs to be in place before any residents move in to ensure that measures are in place to positively influence the travel choices of all new residents.”

4.14 In overall conclusion, the Local Highway Authority recommended; As a result of mitigation measures that would be delivered by the development new and existing residents would have more opportunities to travel sustainably. This would have the potential to see a reduction in the levels of dependence upon the private car seen at Cambourne and the resulting problems with parking that come as a result of high levels of car ownership.

4.15 It is clear that this recommendation and the supporting analysis, which informed it provides for a clear template for the consideration of the proposed development.

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5 Existing Accessibility

5.1 This section provides details of the existing transport networks around the site and its relation to the local facilities including: • The Local Highway Network • The Existing Public Transport Network • Existing Pedestrian and Cycling Routes • The site in relation to existing Amenities

5.2 Improvement to the existing transport network and facilities are objectives of the main transport strategies and policies for the area, including SCDC Development Control Policies DPD (July 2007) and Transport Strategy for Cambridge and South Cambridgeshire and SCDC Local Plan set out in Section 3 of this report. In relation to above we have taken into account the existing local public transport services, destination served and their frequency.

The Local Highway Network

The Existing Road Network

5.3 The site is bounded by the Broadway to the west, Highfields Road to the East and immediately south of A428 trunk road. The A428 links the site to the St Neots to the west and interchanges with the A14 and A1303 to the east, which provide access to Cambridge.

5.4 The A1303 interchanges with the M11 to the south and gives access to Stansted Airport, and connects to the M25, which provide access to London and Essex. The western end of the A1303 interchanges with A1 linking to Bedford and North-West London.

5.5 The site in relation to the local highways network is shown in Figure 5.1.

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Figure 5.1: The local Highways Network

Critical Junctions

5.6 Pre-application discussions with CCC confirmed the junctions to be considered for analysis as part of the Bourn Airfield development. These include: • Caxton Gibbet Roundabout (Ermine Street South/A428/A1098) • Cambourne Dumbbells (St Neots Road/ Cambourne Road and Cambourne Road/A428 roundabouts • The proposed Broadway Access (western access) • Highfields Road/St Neots Road Junction (eastern access) • Madingley Mulch Roundabout (A1303/A428/St Neots Road/Church Lane Junction) • Cambridge Crossroads (Cambridge Road/Madingley Road Junction) • M11 Junction 13 on/off slips and Madingley Road

5.7 The analysis of these junctions is included in Sections 7 and 8 of this report.

Existing traffic flows into, out of, and around the site

5.8 Traffic surveys were undertaken at the junctions set out above, between 7th and 8th November 2017, which is a neutral month outside of the school holidays. The traffic survey data is contained in Appendix C.

Description of the operation of the local network

5.9 The existing operation of the junctions is considered in detail in Section 8 of this report. However, it is noted that all junctions operate below capacity in both peak periods in the

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base scenario, based upon the 2017 surveys which were undertaken to support this application.

The previous 60 months’ accident records

5.10 We have obtained accident records from CCC for the critical junctions set out above. Figure 5.2 shows the accident locations.

Figure 5.2: Location of the junctions

5.11 The accident data demonstrates that in past 60 months there have been 38 slight accidents, 11 serious accidents and 0 fatal accidents on the junctions tested. Moreover, data for Broadway/St Neots Road Junction and Highfields Road/St Neots Road Junction, which are the closest junctions in relation to the site, shows that there has been just 1 slight accident with no record of any serious or fatal accidents. This is shown in Figure 5.3 and is summarised in Table 5.1. The full dataset is contained in Appendix D.

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Figure 5.3: Diagram shows accident statistics between 2012 and June 2017

Number of accidents 2012- June 2017 by the junctions Junction Junction name Slight Serious Fatal Total number Caxton Gibbet Roundabout (Ermine Street 1 21 1 0 22 South/A428/A1098

Cambourne Dumbells (St Neots Road/ 2 Cambourne Road and Cambourne Road/A428 3 1 0 4 roundabouts,

3 Broadway/St Neots Road Junction, 0 0 0 0

4 Highfields Road/St Neots Road Junction, 1 0 0 1

Madingley Mulch Roundabout (A1303/A428/St 5 6 1 0 7 Neots Road/Church Lane Junction),

Cambridge Crossroads (Cambridge 6 6 6 0 12 Road/Madingley Road Junction), M11 Junction 13 on/off slips and Madingley 7 1 2 0 3 Road, B1046 southern corridor into Cambridge via Bourn, Toft, 20 4 0 24 Caldecote, Comberton and Barton (2014 to 2018) Total 58 15 0 73 Table 5.1: Number of accidents between 2012 and June 2017 by the junctions

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5.12 Figure 5.3 shows that there is no pattern in accident statistics for the study area between 2012 and June 2017 and total number of accidents on a yearly basis does not exceed 12 accidents.

The Existing Public Transport Network

5.13 We have considered the existing local public transport as well as destinations served, and their frequencies, which is set out in the following paragraphs.

Existing Bus Routes and Stops

5.14 The site is well located in terms of existing bus routes with the nearest bus stops as follows: • Broadway Bus Stop, which is approximately 450m from the access on St Neots Road, and serves bus route number 4. • Highfields Road Bus Stop, which is approximately 140m form the site access on Wellington Way and serves the no.4 bus route.

5.15 The existing bus routes are shown in Figure 5.4, with Table 5.2 setting out the details of the bus services.

Figure 5.4: Existing Bus Stops and Routes (Source: Traveline)

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Bus Service Bus Route Frequency (Peak) Number

Mon-Sat - every 20 minutes 4 Cambridge-Hardwick-Cambourne Sun - every 1 hour

Mon-Sat - every hour 18 Cambridge- Cambourne Sun - no services Cambridge - Papworth Everard - Mon-Fri - Every 1 hour X3 Huntingdon Sat-Sun – Every 1 to 2 hours Table 5.2: Bus Services Frequencies (Source: Traveline)

5.16 There are two existing bus services, with regular bus services, stopping within the surrounding area of the site and link the site to the City of Cambridge and Cambourne area.

The Location and Services of the Railway Station

5.17 There are two train station in the vicinity of the site, as following: • Cambridge Station, which is approximately 12.5km from the eastern access of the site • St Neots Station, located in approximately 15.5km form the western access of the site.

5.18 It can be seen from Figure 5.5, that both stations provide a very good service, with an excellent connection to London, Stansted Airport, Peterborough and to a variety of wider destinations.

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Figure 5.5: Rail Connections from St. Neots and Cambridge stations

5.19 Based on the frequency of the connections available on www.nationalrail.co.uk, the most popular destination for both stations is London. Table 5.3 shows the comparison of Cambridge and St. Neots stations considering journey time, changes and number of trains per day.

Destination Cambridge Station to St. Neots Station to Journey information London London Fastest route 1h 2m 1h 8m Changes Direct Direct Table 5.3: Journey information from Cambridge and St. Neots Station to London (source: www.thetrainline.com)

5.20 It can be seen that both Cambridge and St Neots stations provide excellent rail service into London.

Existing Cycle and Pedestrian Facilities

5.21 At present there are no existing cycle routes on the site. There are a number of local cycle and pedestrian routes within Cambourne (which the development will provide connection to) along with an off-road cycle route along Madingley Road into Cambridge City Centre (which the development proposals include extending this to Bourn Airfield and improving parts of the route where required).

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5.22 The key routes from the development are to Cambridge City Centre, Cambourne and the surrounding villages. Local census data shows that of those who live in the immediate area (Super Output Area – Mid Layer E02006873: South Cambridgeshire 020) who cycle to work, 39% travel within South Cambridgeshire (likely to be Cambourne) and 18% within Cambridge City.

5.23 A detailed cycle audit of the corridor from Cambridge Crossroads to Lady Margaret Road was undertaken to understand the quality of the route and where improvements were required to provide a continuous high-quality cycle route. It is clear that certain upgrades could be undertaken to considerably improve the journey by cycle. This is set out in more detail in Section 9.

5.24 In terms of pedestrian facilities, the surrounding roads (Highfields Road and Broadway) have footpaths along the majority of the roads to the local facilities, as well as a number of leisure routes.

The site in relation to Existing Amenities

5.25 As a part of the proposed development, a number of facilities will be provided on site, which could include foodstore, GP/Medical Centre, Post Office, bank, pharmacy, restaurants and cafes, etc. together with pedestrian and cyclists routes.

5.26 We have considered the location of the existing amenities in the vicinity of the site, which is shown in Figure 5.6.

Figure 5.6: The site in relation to Local Amenities

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5.27 It can be seen that there are a number of existing facilities within Cambourne and Highfields Caldecote including primary schools, a secondary school, food stores and other general shops.

Conclusions to this section

5.28 As explained in this TA, the site is on a corridor where major infrastructure is planned to encourage additional journeys on foot and by cycle. Notwithstanding this planned infrastructure it is clear that there are a number of local facilities and the access strategy described in Section 2 has the clear objective of encouraging access by non-car means to local facilities.

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6 Transport Proposals Coming Forward

6.1 The site is located in an area where a number of transport proposals are coming forward through the Greater Cambridge Partnership. Further improvements are coming forward through Highways England, in particular at Caxton Gibbet. This section sets out the details of the proposals coming forward.

The Greater Cambridge Partnership (formerly the Greater Cambridge City Deal)

6.2 The City Deal is an agreement between central government and three local authorities to invest in Greater Cambridge (Cambridge City Council and South Cambridgeshire District Council) to encourage growth, benefitting the UK economy and wider society. In particular in transport, housing and training.

6.3 In relation to transport, the main objectives are to ensure ‘ease of movement’ everywhere within the area, and to the Alconbury Enterprise Zone (25 miles to the north-west of Cambridge). Which can be achieved by increasing capacity in key strategic corridor to and from the city (especially where there are new houses or new businesses) and by developing a ‘sustainable transport network’ (i.e. bus and train links, cycle routes and footpaths) between ‘employment hubs’ and ‘high tech clusters’. In particular list of schemes includes: • Milton Road bus priority • Madingley Road bus priority • Histon Road bus priority • A428 to M11 segregated bus route/A428 corridor Park & Ride • City Centre capacity improvements/cross-city cycle improvements • A1307 corridor to include bus priority/A1307 additional Park & Ride • Chisholm Trail cycle links/Chisholm Trail bridge • Year 1-5 reserve scheme development • Years 6-10 programme development • Programme management and early scheme development

The Greater Cambridge Partnership

6.4 The Greater Cambridge Partnership (GCP) is the delivery body for Cambridge's City Deal, and includes five partners as following: • Cambridge City Council, • Cambridgeshire County Council • South Cambridgeshire District Council

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• University of Cambridge • Greater Cambridge Greater Peterborough Local Enterprise Partnership

6.5 The GCP aims to develop a sustainable transport network for Greater Cambridge, in particular: • ease congestion and prioritise greener and active travel, making it easier for people to travel by bus, rail, cycle or on foot to improve average journey time (4.87 minutes per mile in the peak hour in 2015/6) • keep the Greater Cambridge area well connected to the regional and national transport network, opening up opportunities by working closely with strategic partners • reallocate limited road space in the city centre and invest public transport (including Park & Ride) to make bus travel quicker and more reliable • build an extensive network of new cycle-ways, directly connecting people to homes, jobs, study and opportunity, across the city and neighbouring villages • help make people’s journeys and lives easier by making use of research and investing in cutting-edge technology • connect Cambridge with strategically important towns and cities by improving our rail stations, supporting the creation of new ones and financing new rail links

Figure 6.1: The area of City Deal

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6.6 Local planning documents identify seven radial corridors connecting Cambridge to new developments and the local villages within and adjacent to South Cambridgeshire. These corridors include: • Cambridge – Waterbeach and Ely (to the north); • Cambridge – Newmarket (to the east); • Cambridge – Haverhill (to the southeast); • Cambridge – Saffron Walden (to the south); • Cambridge – Royston (to the southwest); • Cambridge – Cambourne and St Neots (to the west); and • Cambridge – Northstowe, St Ives, Huntingdon and Alconbury (to the northwest).

6.7 The wider area of City Deal is shown in Figure 6.1, with an investment programme in Tranche 1 (2015/16-2019/2020) scheme detailed in Table 6.1. Spend to Tranche 1 Schemes Budget Forecast opening 2019/2020 A428 to M11 segregated bus route / A428 corridor Park & Ride / £59m 2024 - Madingley Road bus priority A1307 corridor bus priority / A1307 £39m 2020 £26m additional Park & Ride A10 cycle link £550k Open £550k City Access £8m TBC £8m Chisholm Trail cycle links £8.4m 2020 - Cross-city cycle improvements £8m 2017-2019 £8m Histon Road bus priority £4.3m 2022 £2.6m Milton Road bus priority £23m 2021 £13.8m Greenways for segregated cycling £480k TBD £480k Cambridge Science Park public £44m 2015-2016 £44m transport Smart Cambridge £2.3m 2017-2020 £2.3m Total (Approx.) £100m Table 6.1: Investment programme in Tranche 1 schemes

6.8 It can be seen, that improvement of Cambridge to Cambourne corridor is already programmed, with forecast opening of A428 to M11 segregate bus route, A428 corridor Park & Ride and Madingley Road bus priority in 2024 and budget equal £59m. Those investments will significantly improve connectivity between Cambourne and Cambridge as well as transport network for the proposed Bourn Airfield development.

6.9 The Greater Cambridge Network, which includes Bourn Airfield development is shown in Figure 6.2.

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Figure 6.2: Greater Cambridge Network 2017

Cambourne to Cambridge project

6.10 The Cambourne to Cambridge plan aims to deliver improved, faster and more reliable bus services, together with high quality cycling and walking facilities and a new Park & Ride site, for people travelling into Cambridge from towns and villages to the west. By providing new travel choices, by means other than car, the scheme will help manage increasing congestion on the A428 and promote sustainable mode of travel.

6.11 The proposed plan includes three key elements: • A new bus-only route between Cambourne and Cambridge, providing for faster and more reliable bus services bypassing general traffic congestion, • A new Park and Ride site off the A428/A1303, • New high-quality cycling and walking facilities along as much of the route as is feasible.

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6.12 At present, the Project is split into two phases: the public consultation and proposed options for a new bus route between Cambridge and a new park ride site to the east of Cambourne. Options are illustrated in Figure 6.3.

Figure 6.3: The proposed options for a new bus route between Cambourne and Cambridge and potential location of the Park & Ride site.

6.13 By providing new travel choices, and as an alternative to the car, the Cambourne to Cambridge scheme will help manage growing congestion on the A428 and ensure people have good access to opportunities in the Cambridge area.

6.14 The complete Cambourne to Cambridge route will be presented to GCP Executive Board for final decision and to apply for powers to build the scheme.

6.15 In relation to the Bourn Airfield development, the Master Plan is not prejudicial to any of the final decisions regarding implementation of the Preferred Solution.

Highways England Caxton Gibbet to Black Cat Improvements

6.16 As part of the Highways England road improvements schemes, it is proposed to enhance the A428 between Caxton Gibbet and the junction with the A1 near St Neots.

6.17 The A428 between St Neots and Caxton Gibbet is the only stretch of single carriageway along this route. The A428 is an important route in an area of the country where considerable growth in housing and employment is planned.

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6.18 The scheme will: • reduce congestion and delays • increase road capacity • improve journey time reliability • supports the growth identified in local plans • improve safety • provide alternative access to local roads • help the transport network to better cope with road maintenance and with incidents such as collisions, breakdowns, maintenance • improve the environmental impact of transport on communities along the existing A428 route • provide improved routes between communities for cyclists, horse riders and pedestrians • reconnect communities • improve safe and effective access for public transport users

6.19 The scheme underwent consultation in 2017. The current target is to complete the necessary consultation and obtain the necessary orders to allow for construction to proceed in 2021.

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7 Distribution and assignment of trips

7.1 Detailed discussions have been taking place with CCC in relation to vehicle trip rates and Distribution for the different land uses. The full details of vehicle trip rates and distribution are contained in the report ‘Trip Rates and Distribution Final updated for TA’, which forms Appendix E.

7.2 Section 2 of this report sets out the full details of the development proposals. Table 7.1 sets out what has been assessed in relation to the transport and traffic impacts, for each of the proposed uses. Proposed Use Included in Assessment Approximately 3,500 dwellings (Class C3 3,500 residential dwellings use) Up to 4,000sqm Gross External Area (GEA) of retail uses (Classes A1/A2/A3/A4/A5 uses) 5,500sqm GFA in total in which no single outlet will be larger than 1,500sqm GEA Up to 1,500 sq.m GEA of employment uses comprising offices, research and development and light industry only (Class B1a, b and c uses) Up to 250 units of residential institutional use (Class C2 use) 26,544sqm GFA Up to 2,250sqm GEA of community uses (Class D1 use) Up to 2,000sqm GEA for health and fitness, gym and other cultural and recreational uses (Class D2 use) Up to 5,000sqm GEA hotel accommodation 7,300sqm GFA 2 Primary Schools incorporating pre-school 2 Primary Schools provision (Class D1 use) on sites 1 Secondary School for up to 6 forms entry 1 Secondary School (Class D1 use) on a site Table 7.1: Development Uses Assessed

7.3 Appendix E contains the Technical Note and Appendix F, the spreadsheet model. The vehicle trip rates are agreed with CCC with their responses dated 10th November 2017 and 19th March 2018 contained in Appendix G. In particular: • Base vehicle trip rates prior to internalisation • Internalisation of trips due to the provision of schools on site • Base vehicle trip rates for other uses

7.4 The approach which is described in detail in Appendix E is explained in the following paragraphs for each land use.

For residential uses • Step 1 - Determine initial vehicle trips

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• Step 2 - Disaggregate vehicle trip rates by journey purpose using data from the National Travel Survey (i.e. work, leisure, shopping, school, other) • Step 3 - Calculate the distribution by journey purpose • Step 4 - Adjustments to trips as a result of internalisation and mitigation measures

For business uses • Step 1 – Determine initial trip rates • Step 2 – Distribute trips in accordance with Census Travel to Work Data • Step 3 – Adjustments to trips as a result of internalisation and mitigation measures

For school uses

7.5 It is noted that for the Cambourne West application, it is assumed that all external School trips are by non-car means.

7.6 For a worst-case assessment, using the vehicle trips agreed for another secondary school, a factor of 20% has been applied to represent the number of trips, which might arrive to the school from external zones has been applied.

7.7 Therefore, the methodology followed is: • Step 1 – Determine initial trip rates • Step 2 – Adjustments to trips as a result of internalisation • Step 3 – Distribute trips from towns and villages within reasonable proximity

For retail uses • Step 1 – Determine initial trip rates • Step 2 – Adjustments to trips as a result of internalisation • Step 3 – Distribute trips from towns and villages within reasonable proximity

For hotel uses • Step 1 – Determine initial trip rates • Step 2 – Distribute trips from external places outside of the local network

In Conclusion

7.8 The trip rates and distribution are based upon an agreed methodology with CCC.

7.9 The multi-modal trip generation is shown in Table 7.2.

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AM Peak PM Peak Travel Mode Arr Dep Arr Dep Train 15 76 89 33 Bus 24 113 134 49 Motorcycle 3 15 18 7 Car passenger 16 85 101 37 Bicycle 12 58 69 25 On foot 22 112 131 49 Other 3 15 18 7 Other Modes Total 95 474 560 209 Bourn Car Driver Trips 273 830 1065 496 Total Person Trips 368 1304 1625 705 Table 7.2: Residential Development Person Trips by Mode

7.10 The total development trips by mode are shown in Table 7.3. AM Peak PM Peak Use Arr Dep Arr Dep Work 180 548 620 289 School 19 56 4 2 Primary school 11 34 2 1 Secondary school 7 23 1 1 Leisure 14 42 187 87 Shopping 10 29 70 33 Other 50 154 184 86 Total Residential 273 830 1065 496 Retail 27 23 47 47 Employment Area 137 48 62 115 Schools 59 27 0 2 Hotel 25 28 28 17 Total Other Uses 248 127 137 181 BOURN TOTAL 521 957 1203 677 Table 7.3: Predicted Bourn Airfield Trips

Comparison with updated Survey Data

7.11 Updated surveys were undertaken to provide a comparison of the survey data used in the calculation of the Bourn Airfield trip rates.

7.12 The surveys used to determine the Bourn Airfield trip rates are described in Section 4 of Appendix E to the TA. Surveys were undertaken at the roads within Cambourne shown in Figure 7.1. These surveys were undertaken in March 2016.

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Figure 7.1: Cambourne Residential Survey ATC Locations

7.13 These surveys were repeated in October/November 2019 to provide a comparison with the original survey data.

7.14 The data showed a decrease in peak direction trip rates for both AM and PM peaks between 2016 and 2019.

Comparison of Results

7.15 The average trip rates for the selected roads are shown in Table 1 as extracted from the submitted TA and for the corresponding roads from the 2019 surveys. AM Peak PM Peak

Departure Arrival Average Trip Rate (March 2016) 0.40 0.41 Average Trip Rate (October/November 2019) 0.36 0.38 2019 to 2016 Change -10% -7% Table 7.4: Comparison of Average Trip Rates Observed in the March 2016 and October/November 2019 Surveys within the Cambourne Development

7.16 This shows that the peak direction trip rates have decreased between 2016 and 2019.

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8 Trip Generation and Traffic Impacts

8.1 This Section of the report considers the Traffic Impacts of the proposals and the Traffic Flows used in the assessment. A full report containing junction models forms Appendix H. As set out, extensive discussion has taken place with CCC in relation to the trip generation and traffic impacts of the development, which is summarised in Section 1.

Background

8.2 As part of the pre-application discussions with Cambridgeshire County Council (CCC), the junctions to be assessed and the model tests have been agreed, reference CCC email dated 25/10/2017 Please see below a list of junctions that should be included in the assessment:

- The Site Access Junctions – east and west - The Caxton Gibbet Roundabout - The Madingley Mulch Roundabout - The M11 Slips - Cambourne A428 Dumbbells - Cambridge Road / Coton Junction

We are in the process of reviewing the trip generation and distribution information provided to us, and aim to respond to you by the middle of next week. At this stage the trip generation and distribution is not agreed, and therefore we reserve the right to request additional junctions to be modelled in the event they are needed, and depending on the outcomes of the trip distribution.

It is also important to note that the selection of junctions to be modelled are reliant on the Western Access on to the Broadway allowing northbound trips only.

Kind regards

Emily

Emily Butler Principal Transport Officer Transport Assessment Team – Major Developments Cambridgeshire County Council Tel: 01223 703810 8.3 The junctions which have been assessed are shown in Table 8.1 and Figure 8.1. Further to the initial CCC response, CCC advised that the Madingley Road/M11 LinSig model should be extended to include the Park and Ride and High Cross junctions.

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No. Junction Method 1 Caxton Gibbet Roundabout ARCADY 2a Cambourne Dumbbells North ARCADY 2b Cambourne Dumbbells South LinSig 3 Site Access West LinSig 4 Site Access East ARCADY 5 Madingley Mulch Roundabout ARCADY 6 Cambridge Crossroads PICADY 7 Madingley Road Corridor LinSig 8 A428/Scotland Road/St Neots Road ARCADY 9 Broadway/St Neots Road PICADY Table 8.1: Summary of Junctions and Method of Assessment

Figure 8.1: Junctions to be assessed

8.4 Where an agreed improvement has been identified for the Cambourne West consent (Reference: reference S/2903/14/OL), the agreed improvement has been tested. This applies to: • Caxton Gibbet Roundabout (junction 1) where an improvement has been identified if the A428 upgrade were not to come forward • Cambourne Dumbbells Southern Roundabout where a signalisation scheme was agreed between CCC and the promotors of Cambourne West

8.5 Pursuant to a request from CCC, updated Traffic Surveys have been undertaken at the junctions described in Table 8.1. The dates of these surveys are shown in Table 8.2. together with the AM and PM Peak Hours used in the assessments.

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Survey Location Date of Survey AM Peak PM Peak

7th and 8th Nov MCC Caxton Gibbet Roundabout 0730-0830 1615-1715 2017 7th and 8th Nov 1615-1715 / MCC Cambourne Dumbbells North 0730-0830 2017 1700-1800 7th and 8th Nov 0800-0900 / 1730-1830 / MCC Cambourne Dumbbells South 2017 0745-0845 1715-1815 7th and 8th Nov 1645-1745 / MCC Site Access West 0800-0900 2017 1700-1800 7th and 8th Nov MCC Site Access East 0730-0830 1700-1800 2017 7th and 8th Nov 1630-1730 / MCC Madingley Mulch Roundabout 0700-0800 2017 1700-1800 7th and 8th Nov 1630-1730 / MCC Cambridge Crossroads 0700-0800 2017 1700-1800 12th and 14th Madingley Road Corridor 0745-0845 / 1630-1730 / MCC June Network 0815-0915 1700-1800 2018 A428/Scotland Road/ St 5th and 6th March 1700-1800 / MCC 0745-0845 Neots Road 2019 1645-1745 12th and 14th MCC Broadway/St Neots Road 0745-0845 1645-1745 June 2018 Table 8.2: Peak Hours by Junctions

8.6 To provide a conservative assessment of each location an average was taken of the hours with the highest flows in the morning and evening for each day surveyed. Hence as visible in Table 8.2 peak hours vary between some locations.

8.7 From on-site observations and from review of the video surveys, the principal cause of queuing is actually from east of the junctions being considered. This can be seen from the video extracts contained in Figure 8.2.

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Figure 8.2: Example of queueing at M11/Madingley Road Junction

8.8 In that context, it can be seen that Phase 1 of the Greater Cambridgeshire Partnership proposals would reduce traffic on the Madingley Road, east of the M11 Slips improving the operation of the network.

8.9 CCC have asked that the assessments test as follows:

Stand Alone Assessment • Test 1 – Base + Growth (2031) • Test 2 – Base + Growth (2031) + Development with internalisation • Test 3 – Test 2 + Developer implemented mitigation • Test 4 – Test 3 + The Greater Cambridgeshire Partnership proposals implemented

8.10 Any proposals which reduce vehicle trip rates will improve the capacity assessments. Therefore, if the capacity assessments show a junction operating within capacity for Test 2, no further assessments have been undertaken.

Future Growth and Cumulative Assessment

8.11 CCC advised in an email dated 20th November 2017 that the assessment should consider:

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• Cambourne West • Alconbury Weald (5,000 dwellings (and some employment etc.)) • Ridgeway Papworth,

8.12 Together with the applications for: • Loves Farm 1,200 dwellings and • Wintringham Park

8.13 SCDC in an email dated 23rd March 2018, SCDC also requested the models consider:

• S/2764/16/OL - Land off Grafton Drive, Caldecote • S/1216/16/OL - Land east of Highfields Road, Caldecote • S/1694/16/OL - West of Grace Crescent, Hardwick • S/3064/16/OL - Land south 279, St Neots Road, Hardwick

8.14 Furthermore, CCC in an email dated 4th June 2018 requested that consideration of the West Cambridge application be undertaken. This test has just been applied to the Madingley Road Network, since these trips have limited impact on the other junctions considered in the Cumulative Assessment.

8.15 Pursuant to these requests: • Cambourne West Traffic has been assigned to the network in accordance with Figures 1.12 (AM Peak) and 1.13 (PM Peak) of TPA Technical Note 12a, which is contained in Appendix H. • 50,00 Units at Alconbury Weald has been assigned to the network, in accordance with the Census Output data for that locality. • West Cambridge Trips have been taken from the TA prepared by PBA on behalf of the applicants. Note these have been used in the LinSig assessment of the M11/Park and Ride/High Cross Junctions.

8.16 In relation to the other uses, we have applied full day TEMPRO Growth Factors to the network, which are higher than the AM and PM Peak TEMPRO Factors as shown below: • TEMPRO 2017 TO 2031 Weekday Average = 1.1952 • TEMPRO 2017 TO 2031 AM PEAK = 1.1492 • TEMPRO 2017 TO 2031 PM PEAK = 1.18

It is noted that the approved Cambourne West, did not apply any additional traffic for other developments unlike the Bourn Airfield assessment.

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8.17 It is therefore considered that the application of TEMPRO growth to the 2017 surveys, together with directly adding Cambourne West and Alconbury Weald flows comfortably provides for a cumulative assessment at the agreed junctions.

Method of Assessment

8.18 For each junction considered in Table 8.1, the results are presented for: • Base • Test 1 – Base + Growth (2031) • Test 2 – Base + Growth (2031) + Development with internalisation • Test 3 – Base + Growth (2031) + Development with internalisation + Developer Mitigation • Test 4 Base + Growth (2031) + Development with internalisation + Greater Cambridgeshire Partnerships • Test 5 – Base + Growth (2031) + Development with internalisation + Cumulative • Test 6 – Base + Growth (2031) + Development with internalisation + Cumulative + Mitigation

8.19 For the Madingley Road analysis an additional Test 6b, 6c and 6d have been undertaken which are described below: • Test 6b – Base + Development with internalisation + Cumulative (No West Cambridge) + Mitigation • Test 6c – Base + Development with internalisation + Cumulative (with West Cambridge) + Mitigation with adjustment for improved connections to Cambridge South

8.20 Where the assessment shows that a junction operates within capacity without mitigation, then the mitigation tests have not been undertaken. Therefore Tests 3, 4 and 6 are only undertaken if required.

Assumptions in relation to Mitigation

8.21 In terms of mitigation the assumption is that the Bourn Airfield mitigation package will include for: • Construction of the Strategic Public Transport Route within the Bourn Airfield Master Plan • Contribution towards the Strategic Public Transport Route east of the development • Financial and Marketing Incentives to encourage journeys by bus • A cycle strategy, including cycle links within the development, a cycle crossing at the Cambridge Crossroads and cycle incentives as part of the Travel Plan

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• A Travel Plan, reflective of Best Practice from other developments operated by Countryside

8.22 Despite the extensive nature of the proposed mitigation package, for the purpose of the Tests 3 and 6, the adjustments shown in Table 8.3 (Bourn Airfield) and Table 8.4 (Cambourne West), have been made to vehicle Trip Rates. It is noted that these have only been made to selective zones representing trips to Cambourne and Central Cambridge.

8.23 In addition, adjustments have been made to growth as a result of the development mitigation as shown in Table 8.5. This for example allows for an existing Cambourne resident having a much-improved bus service as a result of the Dedicated Strategic Public Transport Route through Bourn Airfield. Land use Test 2 Test 3 T2 + T3 Zones applied PS 0% 0% 10, 11, 12, 13, 14, 17, 28 SS 0% 0% 10, 11, 12, 13, 14, 17, 28 Work 12% 0% 12% 10, 11, 12, 13, 14, 17, 28 Leisure 0% 0% 10, 11, 12, 13, 14, 17, 28 Shopping 12% 12% 10, 11, 12, 13, 14, 17, 28 Other 0% 0% 10, 11, 12, 13, 14, 17, 28 Retail 0% 0% 10, 11, 12, 13, 14, 17, 28 Emp Area 0% 0% 0% 10, 11, 12, 13, 14, 17, 28 Schools 0% 0% 10, 11, 12, 13, 14, 17, 28 Hotel 0% 0% 10, 11, 12, 13, 14, 17, 28 Table 8.3: Adjustments to Flows for Bourn Airfield Development Mitigation Tests

Land use Test 2 Test 3 T2 + T3 Zones applied PS 0% 0% 10, 11, 12, 13, 14, 17, 28 SS 0% 0% 10, 11, 12, 13, 14, 17, 28 Work 12% 0% 12% 10, 11, 12, 13, 14, 17, 28 Leisure 0% 0% 10, 11, 12, 13, 14, 17, 28 Shopping 12% 12% 10, 11, 12, 13, 14, 17, 28 Other 0% 0% 10, 11, 12, 13, 14, 17, 28 Table 8.4: Adjustments to Flows for Cambourne West Development Mitigation Tests

Adjustment to Net Base Movement No Movement Base Growth Growth Growth for Mitigation Applied Corridor Madingley Mulch D1 19.52% - 10% 9.52% Roundabout to Cambourne East of Madingley Mulch D2 19.52% - 15% 4.52% Roundabout D3 Cambourne to St Neots 19.52% -5% 14.52% Table 8.5: Adjustment to Growth for Development Mitigation

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Junction Assessments

8.24 The findings of the junction assessments are discussed below. Where a model agreed with CCC for the Cambourne West development has been used, the extracts from that model have been provided.

Junction 1: Caxton Gibbet Roundabout

8.25 The Caxton Gibbet Roundabout is shown in Figure 8.3.

Figure 8.3: Caxton Gibbet Roundabout (current layout)

8.26 This junction is due to be improved as part of the A428. Pre-submission discussions have been held with Highways England (HE), who advised that for Bourn Airfield there was a sufficient degree of certainty that the A428 improvement works would come forward. It is noted that the current HE programme envisages construction to commence on the A428 Caxton Gibbet to Black Cat Improvements to commence in 2021.

8.27 Notwithstanding this, pursuant to discussions with CCC a capacity assessment has been undertaken. This has considered the current roundabout and the improvement scheme identified in the TA for Cambourne West.

8.28 From discussions with HE, it is understood that they are not seeking an assessment of Bourn Airfield, due to their works programme, but consistent with the Cambourne West Assessment, the operation of the junction has been considered for its current layout and the proposed improvement assessed for Cambourne West.

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8.29 It is proposed to accept a condition to implement the mitigation scheme agreed for the Cambourne West development, if there is a material delay to either the implementation of the HE Black Cat to Caxton Gibbet Improvements or the Cambourne West development.

Junction 2: Cambourne Dumbbells

8.30 The Cambourne Dumbbells are shown in Figure 8.4.

Figure 8.4: Cambourne Dumbbells

8.31 For the purpose of consent being granted for the Cambourne West development, an improvement to the southern junction was agreed with CCC. The details are shown in Figure 8.5. Consequently, it has been agreed with CCC to test the junction improvement.

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Figure 8.5: Cambourne West Proposed Improvement

8.32 The improvement to the southern junction has been tested using the LinSig programme and the northern junction using the ARACDY programme.

8.33 Regarding the Cambourne Southern Junction, it is proposed to accept a condition to implement the mitigation scheme agreed for the Cambourne West development, if there is a material delay to the Cambourne West development.

Junction 3: Site Access West

8.34 The proposed Western Site Access is shown in Figure 8.6.

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Figure 8.6: Site Access West Junction

8.35 The access junction has been designed to accommodate the dedicated Strategic Public Transport Route between Bourn Airfield and Cambourne.

8.36 It has been accepted that the junction would operate within capacity. It has been agreed to accept a condition to amend the junction for urban design purposes, if land currently controlled by HE is transferred to become highways land within an agreed period of time.

Junction 4: Site Access East

8.37 The Site Access East is shown in Figure 8.7. The plan shows an adjustment to the St Neots Road east approach to allow for two lanes of approach traffic over a longer distance.

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Figure 8.7: Site Access East

8.38 It is not considered that mitigation is required at this junction.

Junction 5: Madingley Mulch Roundabout

8.39 The Madingley Mulch Roundabout is shown in Figure 8.8

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Figure 8.8: Madingley Mulch Roundabout

8.40 The results show that the junction will operate over capacity only in the Cumulative Assessment (Test 5). It is noted that this junction was tested for the Cambourne West development and the findings of the TA submitted to support the application (Table 2.8 of Appendix O to the Cambourne West TA) are shown in Table 8.6. AM PM

Queue Queue RFC RFC (PCU) (PCU) 2031 without development Church Lane 0 0.14 0 0.20 A1303 1 0.34 4 0.78 St Neots Road 1 0.31 0 0.28 A428 1 0.36 0 0.23 2031 with development Church Lane 0 0.15 0 0.22 A1303 1 0.36 6 0.87 St Neots Road 1 0.32 1 0.31 A428 1 0.45 0 0.27 Table 8.6: Table 2.8 Appendix O, Cambourne West Assessment

8.41 It is not considered that mitigation is required at this junction.

Junction 6: Cambridge Crossroads

8.42 The Cambridge Crossroads are shown in Figure 8.9

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Figure 8.9: Cambridge Crossroads

8.43 A detailed examination of the operation of the Cycle Corridor has been undertaken and the conclusion is that the logical place for Cyclists to cross from the Cycle/Pedestrian Footpath on the South Side of the Madingley Road to the North Side of the Madingley Road is approximately its current position, with a TOUCAN crossing as shown in Figure 8.10.

Figure 8.10: Cambridge Crossroads Proposed Cycle Improvements

8.44 The impact of the implementation of the TOUCAN crossing is to provide gaps in the ahead traffic for vehicles egressing the side roads in both peak periods. Due to limitations

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on how PICADY reflects the current operation of the junction and the gaps that the signals will provide, the junction has been modelled with the side road flows set to zero. The side road flows are shown in Table 4.13.

Cambridge Road North Cambridge Road South Side Arm AM Peak PM Peak AM Peak PM Peak Base 37 15 20 39 Base + Growth 45 17 24 47 Base + Growth + Dev 45 17 24 47 Base + Growth + Dev + Cum 45 17 24 47 Base + Growth + Dev + Cum + 45 17 24 47 Mitigation Table 8.7: Side Road Flows at the Cambridge Crossroads

8.45 Modal share adjustment less than predicted in the Atkins Cambourne to Cambridge GCP report is required to achieve close to nil-change at the junction.

Junction 7: Madingley Road Corridor

8.46 The Madingley Road A1303 Corridor which has been subject to assessment is shown in Figure 8.11.

1

2 3

4 5

Figure 8.11: Madingley Road A1303 Corridor

8.47 This network models traffic for five junctions using LinSig, the junctions included in the assessment are: • 1 – Madingley Road/M11 Junction 13 Off-Slip • 2 – Madingley Road/M11 Junction 13 On-Slip • 3 – Madingley Road/Wileman Way • 4 – Madingley Road/Park and Ride • 5 – Madingley Road/High Cross/Eddington Avenue

8.48 The Madingley Road Corridor was modelled using:

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• The M11 Junction Model prepared by Mayer Brown • Turning counts from 12th and 14th June 2018 including video surveys • Plans of the High Cross and Park and Ride Junctions received from CCC • Signal Sheets provided by CCC

8.49 For the purpose of progressing the network model, the following modelling techniques and assumptions have been followed and confirmed where appropriate with JCT, the programmes authors: • Traffic Survey Data and Development Flows were entered into the Turning Count View, these counts were then used to Estimate the Flow Matrix for each scenario. JCT Consulting confirmed this is the proper practice for entering data into a LinSig Network and provides more accurate results than using intermediate zones between junctions. i.e. it discounts the effect of linking with regards to platooning, greentimes, offsets, etc. • Cycle times for the two controllers (M11 Off-Slip and Park & Ride / High Cross) were entered based on an average of 5 measured cycle times from the June 2018 Video Surveys as they are both Mova Systems. The cycle times used for each controller are 82 seconds and 177 seconds respectively in the AM Peak and 92 seconds and 148 seconds respectively in the PM Peak. • Observations on site have shown that vehicles turning right onto the M11 on-slip are not interrupted by left turning movements onto the M11 and that the Madingley Road/Park and Ride signals create gaps for right turning traffic. Therefore, the right- turn movement onto the on-slip was only modelled as being opposed by the westbound ahead movements.

8.50 The network was tested under various scenarios; • Base • Test 1: Base + Growth • Test 2: Base + Growth + Development • Test 3: Test 2 with Developer Mitigation • Test 6b: Base + Dev + Cumulative + Mitigation with Bus Lane Improvement as explained subsequently. • Test 6c: Test 6b + West Cambridge Flows with West Cambridge Mitigation at Madingley Road/High Cross/Eddington Avenue junction as explained in paragraph 14.4.13 of the West Cambridge Transport Assessment (page 111). • Test 6d: Sensitivity Test – Test 6b with a 50-car reduction from the West on Madingley Road to the M11 Southbound in the AM Peak and from the South on the

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M11 to the Madingley Road Westbound in the PM Peak. This simulates the effect of future bus provisions to Addenbrook Hospital

8.51 As previously shown the operation of this part of the network has been considered through the video surveys. It is clear from the video surveys (Figure 8.2), that the operation of the junction is impacted as a result of downstream queuing from the junctions east on the Madingley Road, which will be relieved by Phase 1 of the Greater Cambridgeshire Partnerships Proposals.

Conclusions

8.52 The modal share adjustment required for the network to operate with more capacity than is required through the NPPF is comfortably within the projections prepared on behalf of the GCP.

Junction 8: A428/ Scotland Road/St Neots Road

8.53 The A428/ Scotland Road/St Neots Road Junction is shown in Figure 8.13.

Figure 8.13: A428/ Scotland Road/St Neots Road

8.54 HE and CCC confirmed junction operates under capacity.

Junction 9: Broadway/St Neots Road

8.55 The Broadway/St Neots Road Junction is shown in Figure 8.14.

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Figure 8.14: Broadway/St Neots Road Junction

8.56 It is proposed to accept a manage and monitor condition in relation to the operation of this junction. Further details are set out in Section 12.

Summary of the Results

8.57 We have summarised in Table 8.8, the results of the models. As stated in paragraph 8.10, only when a junction is shown to be operating over capacity has a test with mitigation been undertaken.

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Test 2 – Base Test 6 – Test 1 – Base Test 3: Test 2 Test 5 – Junction Base Plus Growth Plus Cumulative with Conclusion Plus Growth + Mitigation Cumulative Development Mitigation It is proposed to accept a condition to implement the Not undertaken mitigation scheme agreed for the Cambourne West Under since the local 1: Caxton Gibbet Under capacity with Overcapacity less development, if there is a material delay to either the capacity Overcapacity Not Required improvements are Roundabout improvement than Test 1 implementation of the HE Black Cat to Caxton showing a benefit Gibbet Improvements or the Cambourne West over Test 1 development 2a: Cambourne Under Regarding the Cambourne Southern Junction, it is Under capacity Under capacity Not Required Over Capacity At Capacity Dumbbell North capacity proposed to accept a condition to implement the mitigation scheme agreed for the Cambourne West 2b: Cambourne Under Under capacity Under capacity Not Required Under capacity Not Required development, if there is a material delay to the Dumbbell South capacity Cambourne West development. It has been accepted that the junction would operate within capacity. It has been agreed to accept a Under condition to amend the junction for urban design 3: Site Access West Under capacity Under capacity Not Required Under capacity Not Required capacity purposes, if land currently controlled by HE is transferred to become highways land within an agreed period of time. Under 4: Site Access East Under capacity Under capacity Not Required Under capacity Not Required It is not considered that mitigation is required. capacity 5: Madingley Mulch Under Under capacity Under capacity Not Required Over Capacity At Capacity It is not considered that mitigation is required. Roundabout capacity Not undertaken because the Modal share adjustment less than predicted in the 6: Cambridge Under TOUCAN Atkins Cambourne to Cambridge GCP report is Under capacity Under capacity Over Capacity At Capacity Crossroads capacity crossing will required to achieve close to nil-change at the provide gaps for junction the side roads Degrees 6b: Operates over of capacity but the Saturation The developer mitigation provides below mitigation, considerable time Not undertaken 100%, but provides benefits for The modal share adjustment required for the since the stand 7: Madingley Road queuing Operates over Operates over considerable eastbound buses at network to operate with more capacity than is alone tests show Corridor caused by capacity capacity time savings for this junction required through the NPPF is comfortably within the a requirement for excess eastbound 6c: As above, but projections prepared on behalf of the GCP. mitigation queues at buses at this the mitigation the junction package identified upstream allows the impacts junctions to be managed 8. A428/Scotland Under HE and CCC confirmed junction operates under Road/ St Neots Under capacity Under capacity Under capacity Under capacity Under capacity capacity capacity. Road 9. Broadway/St Under It is proposed to accept a manage and monitor Under capacity Under capacity Under capacity Under capacity Under capacity Neots Road capacity condition for this junction. Table 8.8: Summary of Results

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8.58 A summary of conclusions to each junction is illustrated in Figure 8.15.

Figure 8.15: Junction by Junction Summary of Discussion with CCC

8.59 The confirmed conclusions are contained in Table 8.8.

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9 Access for pedestrians and cycles

9.1 In accordance with the CCC Transport Assessment Guidelines this section considers the proposals to encourage movement by foot and by cycle.

The proposed on-site provision for pedestrians and cyclists

9.2 The proposal for the development is to provide the new cycle and pedestrian network link into existing network on the surrounding area. In particular: • A network of attractive, direct, safe and convenient walking and cycling routes linking homes to public transport and the local facilities and amenities • Provide safe cyclist parking and crossing facilities • Direct and segregated pedestrian and cycle links to Cambridge, Cambourne, Caldecote/ Highfields, Hardwick and Bourn

9.3 The movement strategy is shown in Figure 9.1.

Figure 9.1: Access and Movement Strategy

9.4 The internal pedestrian and cycle network will be in accordance with the Bourn Airfield SPD.

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The distribution and assignment of walking and cycling trips to the offsite networks

9.5 The major destinations for journeys on foot and by cycle are to and from: i) Cambourne ii) Cambridge City Centre iii) Surrounding villages (in particular to allow use of the Dedicated Strategic Public Transport Route and the relevant facilities)

9.6 The provision of the Dedicated Strategic Public Transport Route within the development includes for a strategic cycle link running east-west with connections to the south of the development and the surrounding villages as shown in Figure 9.2.

Figure 9.2: Proposed Dedicated Strategic Public Transport Route through Bourn Airfield

9.7 Wider connections to the surrounding villages will be facilitated by the development as shown in Figure 9.3, through a comprehensive signing and awareness strategy.

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Figure 9.3: Potential cycle and pedestrian connections points and routes

Identification of areas which would benefit from enhancements and the form of the proposed enhancement

9.8 A detailed cycle audit of the corridor from Cambridge Crossroads to Lady Margaret Road was undertaken to understand the quality of the route and where improvements were required to provide a continuous high-quality cycle/pedestrian route. From this detailed audit, it is clear that a legible route exists along the corridor which would benefit from an upgrade at the Cambridge Crossroads to allow ease of crossing for pedestrian and cyclists.

9.9 This improvement is shown in Figure 9.4.

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Figure 9.4: Proposed Cambridge Crossroads Improvement

9.10 In addition, Travel Plans will be implemented at the development to encourage travel on foot and by cycle, which will include measures such as: • Cycle training on site • Potential financial incentives • Provision of information promoting cycling and walking • Signage

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10 Public transport accessibility

10.1 As a part of the proposal, a Public Transport package will be agreed for the development of this site. The principals of the Public Transport Strategy it is likely to involve: • Diversion of the Cambourne to Cambridge City 4, X3 and 18 bus services, proposed for through the site • Additional bus service for the south of the development • Fiscal Incentives to encourage a culture of travelling by bus

Diversion of the local bus services to the site

10.2 The proposals will involve the diversion of the services from Cambourne through the development as shown in Figure 10.1.

Figure 10.1: Potential bus route for the Proposed Development

10.3 In addition, the introduction of the Dedicated Strategic Public Transport Route, proposal would allow for additional services on the corridor, potentially some terminating at Bourn Airfield.

Additional bus service for the south of the development

10.4 To encourage people to use public transport over the private car, and in accordance with SCDC Design Guide SPD, the development is being designed to ensure that all residential properties are within 400m of a bus stop.

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10.5 Details of the additional services, together with bus stop locations and bus frequency will be provided within the Travel Packs for the development.

Incentives to Travel by Bus

10.6 To encourage the use of bus travel, along with the proposals to provide a new or extended bus service, it is proposed to provide all residents with up to 1 year of free travel by bus. This will be based on up to 4 bus tickets per household.

10.7 The details of the free bus travel will be contained within the Travel Packs along with how people apply for their free season tickets. This will encourage residents to travel by bus and help to create a culture of travel from the outset.

The Countryside Properties experience and approach to reducing vehicle trip rates

10.8 The strategic bus and cycleway infrastructure which is being implemented through the Greater Cambridge Partnership, will have a major beneficial effect on vehicle trips on the relevant corridor as tested by CCC in their Strategic Transport Modelling.

10.9 Whilst the Infrastructure is important, the efforts to encourage residents and visitors to make journeys by alternative means than the private car are vital, and Countryside Properties bring extensive experience in terms of implementing measures which will lead to a significant reduction in vehicle trips.

10.10 This is relevant in considering the situation both with and prior to the implementation of the Dedicated Strategic Public Transport Route which is coming forward within the Plan period.

10.11 As an example, the Beaulieu development which is being implemented by Countryside Properties includes a number of measures to encourage trips on foot, by cycle and by bus.

10.12 In terms of encouraging journeys to be made by bus, in partnership with First (the local bus operator), a new bus service was launched on the 2nd April 2017. This complements the bus service for the initial part of the development which was implemented by Countryside Properties in 2001. This service continues to operate as a commercially viable service, providing lasting testimony of how the incentive measures which Countryside Properties implement, have a lasting benefit.

10.13 The new 57 bus service provides residents with a service between Beaulieu (Centenary Way) and Chelmsford Bus and Railway Stations, which runs every 20 minutes Monday to Friday, every 30 minutes on a Saturday and 60 minutes on a Sunday. The service has a 15-minute journey time into Chelmsford, with the peak timetable being timed to

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coincide with the rail timetable enabling users to get from Beaulieu to London Liverpool Street in around 1 hour.

10.14 As an incentive for residents to travel by bus, Countryside Properties offered a free annual bus season ticket, based on 4 per household, to encourage bus use.

10.15 This includes the option for residents to be able to opt in to receive their free annual season ticket via the First Bus mTickets mobile app. Countryside Properties were one of the first developers in the Country to offer mTickets (mobile tickets) to a residential development, which has a had a major benefit in terms of reducing boarding times for buses.

10.16 The current monitoring at Beaulieu shows around 25% of residents travel by bus, well in excess of the modal share for the surrounding area.

10.17 In terms of encouraging journeys on foot and by cycle, the Master Plan is underpinned by a strategic Movement Plan. Generous footway and cycleways are provided in the development and the Travel Plan includes for a cycle training and incentive package.

10.18 Additionally, Travel Packs have been provided to all residents within their overall welcome pack when moving into their new homes, to provide them with information of their local area and to encourage them to travel by means other than the private car.

10.19 The Travel Pack contains information on; cycle and walk routes including the health benefits, rail and bus service routes and timetables, location of local amenities and car sharing information. This includes a leaflet promoting the new bus service and providing information on how to obtain their free travel.

10.20 Finally, Countryside Properties are establishing a commuter club, whereby Businesses on the site can obtain incentives for their employees to travel by non-car means.

10.21 Tables 10.1 & 10.2 below, show from the monitoring which is being undertaken the recorded trip rates for year 1 & 2 and the % differences against their targets. AM Peak (Departures) PM Peak (Arrivals) Initial Unadjusted Trip Rate Target 0.503 0.364 Recorded Trip Rate 0.318 0.347 % Difference -36.8% -4.7% Table 10.1: Year 1 Trip Rates

AM Peak (Departures) PM Peak (Arrivals) Trip Rate Target once the Bus Service 0.417 0.302 is operational Recorded Trip Rate 0.292 0.261 % Difference to Target -30% -13.6% % Difference to Year 1 -8.2% -24.8% Table 10.2: Year 2 Trip Rates

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10.22 Table 10.2 shows that the recorded trip rates are 30% lower than the targets in the am peak and 13.6% lower in the pm peak. In addition, the trip rates have reduced by 8.2% in the am peak and 24.8% in the pm peak since the Year 1 monitoring was undertaken, as a result of the introduction of the new 57 Bus Service.

10.23 Countryside Properties experience and track record show that the forecasts contained in this report are conservative based upon their prior experience.

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11 Access for all

11.1 The proposed developed in relation to movement for all, overcoming any barriers for mobility impaired is in consonance with Disability Discrimination Act (DDA).

11.2 Detailed information will be provided as part of each reserved matters application setting out for example: • Design of pedestrian and cycle crossings • Design of bus stops • Mobility parking

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12 Proposed Mitigation

12.1 This section sets out details of the mitigation strategy for the development and provides: • Summary of the proposed mitigation • Proposed Evidence of the effect of the mitigation • Confirmation that the mitigation is deliverable • Trigger point at which the mitigation will be provided

Summary of Proposed Mitigation

12.2 The following mitigation measures are proposed: • Delivery of the Dedicated Strategic Public Transport Route within the Bourn Airfield Master Plan area or Safeguarding of land to enable the delivery of the CCC proposed Eastern Route • Monitoring of traffic in the surrounding villages and the set-up of a ‘Local Mitigation Fund’ to implement measures (such as traffic calming/speed restraint measures) if required • Contribution towards the delivery of the wider Dedicated Strategic Public Transport Route scheme in accordance with the traffic impacts of the development • Delivery of off-site pedestrian and cycle improvements • Delivery of the Bus Strategy • Implementation of Travel Plans (smarter choices package) summarised below and which forms Appendix I.

12.3 This is shown in Figure 12.1.

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Figure 12.1: Summary of Proposed Mitigation

12.4 It can be seen that the mitigation looks to discourage any trips away from local roads particularly heading south through; • The provision of orbital bus services • The improvements at the M11/A1303 junction which the LinSig analysis shows reduced queueing • The overall corridor reduction in flows due to GCP Public Transport Solution

12.5 The local roads shown in Figure 12.1, would be subject to monitoring and a ‘Local Mitigation Fund’ would form part of the S106 Agreement to implement measures is required.

A smarter choices package for the development area

12.6 As it is set out in Section 4, Policy TSCSC 21: Planning obligations for Bourn Airfield and West Cambourne of the Transport Strategy for Cambridge and Cambridgeshire a smarter choice package including residential school and workplace travel planning will be provided.

12.7 Travel Plans are proposed to support each of the different uses on site, (residential, school, retail, etc.). The Travel Plans will set out: • Aims and Objectives

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• Targets • Measures (such as marketing and fiscal incentives) • Monitoring Programme.

12.8 Draft Travel Plans are included in Appendix I. The proposed Travel Plan measures are set out in the following paragraphs.

Provision of Information

12.9 The provision of information is a key part of encouraging travel by non-car means and in accordance with best practice Travel Packs would be provided for residents of the proposed development, to encourage sustainable travel from the outset, as shown in Figure 12.2, which provides an example of information provided at another Countryside Properties development.

Figure 12.2: Example Travel Pack

12.10 The content of the Travel Packs will include: • Location map, showing the sites relation to the surrounding areas • Public Transport (bus and rail) maps, showing routes and nearest bus stops/ stations

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• Site specific local public transport information (timetables), and how to obtain real time information • Local cycle and walk routes, showing the types of routes available and local cycle shops • Information in relation to undertaking Cycle Training • Travel routes to the local schools • Marketing information in relation to the Car Club • Information on car sharing, such as how it works, and reasons to use it, local car sharing facilities

Free Bus Travel

12.11 As set out in Section 10, as part of the Bus Strategy, residents will be offered up to 1 years’ free bus travel for up to 4 members of each household, to assist with creating a culture of travel from when they first move into their homes.

12.12 Residents will be provided with the information on how to claim their free bus travel when they move into their home. Examples of bus leaflets provided by Countryside Properties on other residential schemes are shown in Figure 12.3.

Figure 12.3: Examples of Bus Marketing Information

Promotion of Car Sharing

12.13 Another way to discourage car ownership at the development is the promotion of Car Sharing. Car sharing provides residents with access to a car for certain journeys. This can either be on a regular basis, for example trips to work, or on a sporadic basis, for example trips to the airport.

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12.14 Car sharing will be promoted to residents of the development through the Travel Packs. Information on how car sharing works, and websites where residents can sign up to car sharing (e.g. www.liftshare.com) will be contained within the Travel Packs.

Safe and Secure Cycle Storage

12.15 The Master Plan incorporates a number of other uses such as: • Retail Areas • Commercial Area • Playing Fields and Open Spaces • Education Facilities • Leisure Facilities

12.16 Safe and secure cycle storage will be provided for all uses in accordance with standards. This will include cycle parking at the community facilities for visitor use. This will allow residents and visitors to feel content to leave their cycles there, therefore encouraging them to cycle to any of the above.

Provision of a Cycle Voucher for Residents

12.17 To encourage residents to make journeys by cycle, the Travel Plan Coordinator will endeavour to enter an agreement with a local cycle company to provide residents with a voucher to obtain discounts to acquire a cycle. The voucher will be provided within the Travel Pack along with the type of cycle that they can receive.

Availability of Cycle Training for residents

12.18 To further encourage residents to make journeys by cycle, cycle training will be available for residents. The cycle training will be advertised through the Travel Packs and will be organised by the Travel Coordinator.

12.19 The benefits of this are that residents will feel more confident about cycling and make journeys by cycle.

Introduction of a Bicycle Users Group (BUG)

12.20 A Bicycle Users Group (BUG) would be set up for the residents and other users of the development, to encourage cycling. This would involve a launch day to understand who would be interested in being part of the Group, and six monthly meetings, offering education and advice on cycling along with the promotion of events such as ‘Bike to Work Week’. The BUG would be promoted via the Travel Packs.

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Make residents more aware of the local footpaths

12.21 To further encourage residents to walk, maps of the local walk routes will be included within the Travel Packs that will be provided, which could include on how to walk to local amenities, local schools, workplace, bus/ rail stations and walking for leisure. This will be updated as the development progresses, and more on-site footpaths are developed.

12.22 Along with this, useful websites, apps, such as ‘Map my Walk’, and contact details will be included to help residents plan their journeys.

Marketing of the health benefits of walking

12.23 The Travel Packs would promote the health benefits of walking, and use ways to encourage walking, using for example, the 10,000 steps per day challenge, and promote apps that encourage walking, such as ‘Map My Walk’.

Marketing of other organisations promoting walking.

12.24 Organisations that promote walking will be marketed to residents, such as the British Heart Foundation and Sustrans, via the Travel Packs to encourage walking within the development.

Travel Notice Board

12.25 It is proposed that a Travel Notice Board is provided at the site, within any visitor areas, which will contain information on sustainable travel, and events that are being set up and promoted at the site, such as the Bicycle Users Group (BUG), ‘Walk’ and ‘Cycle’ to work weeks. This will be updated regularly, at a minimum of every 6 months.

Evidence of the effect of the mitigation

12.26 The benefits of the detailed approach to Travel Planning have been set out in section 10.

12.27 This track record is relevant in understanding and agreeing vehicle trip rates from the proposed development.

Confirmation that the mitigation is deliverable

12.28 It is clear from examination of the plans and the viability statement for the development, that all mitigation is: • Deliverable within the site or the highways boundary • A relevant contribution in accordance with the criteria of regulation 122 • Mitigation for which applicant has shown relevant expertise in its delivery

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Trigger point at which the mitigation will be provided

12.29 The trigger points will be confirmed through detailed post submission with the Local Highway and Planning Authorities

Monitoring of the Impacts

12.30 The Monitoring Undertaken would have two parts: • Part 1 – Travel Plan Monitoring to Compare vehicle trip rates against predicted vehicle trip rates • Part 2 – Monitoring of Changes in flows on the Local Roads

Part 1 – Travel Plan Monitoring

12.31 The Travel Plan will provide details of the ongoing monitoring to be undertaken. The monitoring will set as a target that the trip rates used in the Transport Assessment are not to be exceeded.

12.32 The S106 Agreement will define in detail the mechanism to address travel patterns if the targets were exceeded. Based on other projects in terms of S106 Drafting this would involve: • “Travel Plan Mitigation Contribution” meaning a defined annual additional budget to be to be used for additional mitigation measures to reduce vehicle trip rates arising from the Development which may include the provision of additional travel information for residents and further discounts on travel by public transport etc • “Trip Rate Target” taken from the TA, used in the assessment • “Trip Monitoring Report” means a report provided containing the results of the relevant Traffic Surveys.

12.33 In terms of the survey work, the methodology would be agreed with CCC and SCDC. As an example, at Beaulieu, where there is a neighbourhood centre and consequently non- residential trips a comprehensive series of ATC’s, Manual Classified Counts and ANPR (Number Plate Recognition Surveys) are used to fully understand the purpose of different trips. The survey methodology plan is shown as an example in Figure 12.4.

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Figure 12.4: Beaulieu Park Monitoring Plan

Part 2 – Monitoring of Flow Changes on local Roads

12.34 It would be proposed that monitoring would be undertaken of defined local roads, with provision for traffic calming measures to be introduced if there was a clear change in traffic movements. In terms of S106 drafting, it is suggested that this is a ‘Local Road Mitigation Fund’ with the objective, that this could be used to implement traffic calming/speed restraint measures if changes occur on the Local Roads, attributable to the Bourn Airfield development.

12.35 Whether a notable change is occurring, would be determined through;

12.36 Annual ATC surveys prior to initial commencement and on an annual basis to determine flow changes

12.37 ANPR surveys undertaken if the ATC’s show more than a 5% change in traffic on one of the monitored roads compared to the pre-occupation survey, to determine whether those flow changes if they are occurring could be attributed to the Bourn Airfield development

12.38 The form of these surveys is shown in Figure 12.5.

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Figure 12.5: Proposed Monitoring Surveys

12.39 The criteria in terms of a change warranting, use of the Local Road Improvement Fund is to be finalised following further consideration with CCC.

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13 Conclusions

13.1 This report has been prepared by Mayer Brown Ltd. on behalf of Countryside Properties in relation an outline planning application for a new mixed use village comprising residential development of approximately 3,500 dwellings; mixed uses comprising employment, retail, hotel, leisure, residential institutions; education, community facilities, open space including parks, ecological areas and woodlands, landscaping; engineering for foul and sustainable urban drainage systems; footpaths, cycleways, public transport infrastructure; highways including a principal eastern access from the roundabout on St Neots Road and western access with Broadway including first section of strategic public transport route; associated infrastructure, groundworks and demolition; with all matters reserved except for the principal highway junctions from the St Neots Road roundabout and onto Broadway.

13.2 The development is located on the corridor of the Greater Cambridgeshire Partnership Cambourne to Cambridge Improvements. In that context, it is located on a corridor where there will be a significant improvement to the journey times by bus, plus substantial improvements to the cycle network will come forward.

13.3 Notwithstanding this, the Transport Assessment has assessed the operation of the section of the network defined in scoping discussions with CCC, without the full Dedicated Strategic Public Transport Route in place. This analysis has shown that with a package of mitigation in place to be delivered by the development, the network can operate without severe harm which is the relevant test set out in the NPPF.

13.4 The proposed mitigation will include in addition to contributions towards the wider Greater Cambridgeshire Partnership proposals: • Delivery of the Dedicated Strategic Public Transport Route within the Bourn Airfield Master Plan area or Safeguarding of land to enable the delivery of the CCC proposed Eastern Route as explained in Section 4 • Monitoring of traffic in the surrounding villages and the set-up of a ‘Local Mitigation Fund’ to implement measures (such as traffic calming/speed restraint measures) if required as set out in Section 12 • Contribution towards the delivery of the wider Dedicated Strategic Public Transport Route in accordance with the traffic impacts of the development as explained in Section 10 • Delivery of off-site pedestrian and cycle improvements as set out in Section 9 • Delivery of the Bus Strategy as set out in Section 10

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• The implementation of Travel Plans for all uses, including for a Car Club and fiscal incentives to encourage a culture of travel by non-car means

13.5 The access strategy, for the development is consistent with the overall objective of encouraging trips by non-car means, in particular: • Direct connections for Buses and Cyclists are provided to and from Cambourne • Cycle and pedestrian links are provided to the surrounding villages • Eastern and western stops are provided for the Dedicated Strategic Public Transport Route, with cycle interchange • The access strategy restricts through physical design, rat running movements on Broadway south of the development access

13.6 Finally, as set out in this Transport Assessment the experience of Countryside Properties is that through the efforts they make to encourage journeys by means other than a private car and the results they are achieving that the traffic forecasts used in this assessment would represent a very rigorous assessment.

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APPENDIX A: Overall Access Strategy Plan (provided separately)

APPENDIX B: Cambourne West Highway Authority Recommendation (provided separately)

APPENDIX C: Traffic Survey Data (provided separately)

APPENDIX D: Accident Data (provided separately)

APPENDIX E: Trip Generation and Distribution Note (provided separately)

APPENDIX F: Spreadsheet Model (provided separately)

APPENDIX G: CCC Pre-Application Responses (provided separately)

APPENDIX H: Junction Capacity Assessments Technical Note (provided separately)

APPENDIX I: Draft Travel Plans (provided separately)

APPENDIX J: Technical Notes provided to Cambridgeshire County Council and Highways England by Mayer Brown (provided separately)

APPENDIX K: Cambridgeshire County Council Responses After Submission of the TA (provided separately)

APPENDIX L: AECOM Responses to the Transport Assessment, on behalf of Highways England (provided separately)

APPENDIX M: Bourn Airfield SPD (provided separately)

APPENDIX N: 13th May 2019 Meeting Note (provided separately)

APPENDIX O: Bourn Airfield Mitigation Proposals (provided separately)