Cambridge Biomedical Campus Transport Needs Review Part 1 and Part 2 Addendum
4 February 2019
This note acts as an Addendum to the Cambridge Biomedical Campus Transport Needs Review Part 1 and Part 2 Reports. The Reports have, where possible, been updated as the Study progressed, but inevitably there have been some further changes to external factors since their substantive content was finalised. This Addendum updates this information. These updates do not change the recommendations or conclusions from the Study.
The updates are presented in a sequence starting with broad policy-level updates and continuing through to more specific scheme and service updates. Cambridgeshire and Peterborough Combined Authority
The Cambridgeshire and Peterborough Combined Authority are working in partnership with the Greater Cambridge Partnership to deliver schemes within the authority’s area, particularly in relation to Cambridge Autonomous Metro (CAM). Cambridge and South Cambridgeshire Local Plans The South Cambridgeshire Local Plan1 was adopted on 27 September 2018. The Cambridge Local Plan2 was adopted on 18 October 2018. Greater Cambridge Partnership Updates
The Linton Greenway is now aligned to the Cambridge South East Transport Study Programme.
The West of Cambridge Package, formerly known as the Western Orbital Scheme, consists of providing improved Park and Ride, cycling and pedestrian facilities for trips from locations west of the City.
The Cambridge South West Park and Ride scheme aims to provide an extension to the existing Park and Ride at Trumpington, and to create further Park and Ride capacity, through either multi- storey parking at Trumpington or a new site to the west of M11 Junction 11.
In November 2018, planning permission was granted at Trumpington Park and Ride for the extension to accommodate 274 car parking spaces (including disabled parking bays) and other supporting infrastructure.
A consultation for options for delivering further Park and Ride capacity took place in late 2018. Development Timing
Royal Papworth Hospital is due to relocate to the CBC site in Spring 2019, with AstraZeneca following in 2020.
1 https://www.scambs.gov.uk/media/12564/south-cambridgeshire-adopted-local-plan-270918_sml.pdf
2 https://www.cambridge.gov.uk/media/6890/local-plan-2018.pdf
Bus Routing and Timetables Busway A service continues to Royston
The Busway A service, which from Monday to Saturday previously ran between St Ives (and locations beyond) and Trumpington Park and Ride via CBC, now continues to Royston on an approximately hourly basis on those days. Further information including a route map and timetable can be found on Cambridgeshire County Council’s Bus Service Website.3 Stagecoach Citi 2 Routing and Timetable
Amendments have been made to the Citi 2 service (excluding Sundays), with some trips diverted. The new timetable involves the first four services, between 06:41 and 07:41 (arrival times at Addenbrooke’s), and evening services between 18:41 and 22:38 (terminating at Addenbrooke’s Hospital Bus Station). Between these times, services alternate between terminating at Addenbrooke’s Hospital Bus Station or Sainsbury’s on Coldhams Lane. These amendments mean that the Citi 2 service now serves CBC every 20 minutes between 06:41 and 19:38 and every 30 minutes between 19:38 and 22:38. New Bus Route 25
Stagecoach 25 service is a new route that operates between Addenbrooke’s Hospital Bus Station and Trumpington via Clay Farm between 07:00 and 18:30 every 30 minutes, Monday to Saturday. Papworth Everard, Cambourne, CBC Bus Service
A new bus service ‘H’ will start in April 2019, connecting Papworth Everard, Cambourne, Madingley Park and Ride and CBC. There will be three services inbound in the morning, starting at 05:48 from Ermine Street in Papworth, and three services outbound in the evening, starting at 17:20 from CBC. Further details can be found on the CBC website4. CUH Car Park Eligibility Criteria
CUH has recently reviewed and updated its eligibility criteria in order to balance the needs of staff, patients and visitors who wish to travel by car with the fact that the site and local highway network are nearing capacity. Staff who can use alternative modes of transport, such as Park and Ride, are being advised to do so. The new criteria focus on providing access to parking for those where alternate methods are limited, such as staff who work late or early and staff who have caring or childcare commitments. This change is currently being implemented in preparation for new developments on CBC becoming occupied. Cycle Hire Schemes
The market for cycle hire schemes in Cambridge continues to evolve and the range of suppliers has changed. Cycle hire is currently still available for users at CBC and throughout the City. Queen Edith’s / Fendon Way Roundabout
A Dutch-style roundabout (where cyclists and pedestrians have priority over motor vehicles) will replace the current Fendon Road/Queen Edith’s Way roundabout. The tighter geometry and wide overrun strip in the centre mean drivers will need to slow right down to negotiate the new roundabout.
3 https://www.cambridgeshire.gov.uk/residents/travel-roads-and-parking/buses/bus-timetables/
4 https://cambridge-biomedical.com/news-and-updates/new-bus-to-bring-people-from-papworth-and- cambourne-to-the-campus/
Detailed design for the roundabout scheme is progressing and Cambridgeshire County Council anticipate that the scheme will be constructed during the summer of 2019. Lighting on Cambridgeshire Guided Busway
Further street lighting has been installed on the Cambridgeshire Guided Busway. Ely North Junction
The Ely North Junction rail scheme has now been integrated into the larger Ely Area Capacity Enhancement scheme which is in development. This scheme is expected to include freight headway improvements, structure and level crossing works, Ely Station track layout works and power supply works which will assist in enabling additional freight and passenger train paths to be accommodated through the Ely area, improving connectivity, capacity and journey times. Rail Timetable Changes
A series of rail timetable changes came into operation from May 2018, affecting services to and from Cambridge. There were no changes to the overall range of key destinations within the Wider Study Area accessible from Cambridge Station or Cambridge North Station.
Cambridge Biomedical Campus Transport Needs Review Part 1 Report Cambridgeshire County Council
11 October 2018
Notice
This document and its contents have been prepared and are intended solely as information for Cambridgeshire County Council and use in relation to Cambridge Biomedical Campus Transport Needs Review. Atkins Limited assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents. This document has 148 pages including the cover.
Document history Revision Purpose description Originated Checked Reviewed Authorised Date Rev 1.0 Issue to Client LB/AB SA GJ/JD RLC 8/12/17
Rev 2.0 Second Issue to LB/AB SA GJ RLC 15/2/18 Client
Rev 3.0 Third Issue to Client LB AB SA RLC 19/4/18
Rev 4.0 Fourth Issue to Client AB LB GJ RLC 11/10/18
Rev 5.0 Final Report AB GJ GJ RLC 31/1/19
Client signoff Client Cambridgeshire County Council
Project Cambridge Biomedical Campus Transport Needs Review
Job number 5161508
Client signature / date
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Table of contents
Chapter Page Executive Summary 6 What Is This Report? 6 What Is The CBC and Why Is It Important? 6 Why Do We Need To Review CBC’s Transport Needs? 6 What Is The Focus Of This Study? 7 What Has The Study Looked At And What Has Been Found? 8 1. Introduction 11 1.1. Background and Context 11 1.2. About This Study 12 1.3. Stakeholder Involvement 12 1.4. Study Area 13 1.5. Site Observations 16 1.6. Report Structure 16 2. Study Data Summary 17 3. Policy Context, Vision and Growth 20 3.1. Policy Context 20 3.2. Growth 24 3.3. Vision 25 3.4. Summary 25 4. Baseline Travel Supply 26 4.1. Walking and Cycling Infrastructure 26 4.2. Walking and Cycling Catchments 28 4.3. Bus Services 31 4.4. Park and Ride 37 4.5. Cambridge Station Rail Services and Connections to CBC 37 4.6. Local Highway Network 38 4.7. Existing CBC Car and Cycle Parking 46 4.8. Summary 53 5. Existing Travel Demand 54 5.1. How Many People are Travelling to CBC? 54 5.2. Where are People Travelling From? 56 5.3. How do People Travel to CBC? 63 5.4. For What Purposes do People Travel to CBC? 73 5.5. What is the Impact on Air Quality? 74 5.6. Supporting Travel Demand Data 75 5.7. Summary 76 6. Existing Conditions Gap Analysis 78 7. Future Travel Supply 86 7.1. CBC Proposals 86 7.2. GCP Studies 86 7.3. Future Rail Improvements 96 7.4. Future Highway Improvements 101 7.5. Summary 102 8. Future Travel Demand 104 8.1. Planned Developments 104 8.2. What Will Travel to CBC Look Like in Five-years? 105
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8.3. What Will Parking Be Like In CBC? 107 8.4. What Impacts Will This Have on the Transport Network? 107 8.5. Summary 113 9. Future Conditions Gap Analysis 114 10. Initial Recommendations to Accommodate Future Travel Demand 123 10.1. Immediate Short-Term Growth 123 10.2. Potential Walking Interventions 124 10.3. Potential Cycling Interventions 124 10.4. Potential Public Transport Interventions 125 10.5. Potential Parking Interventions 125 10.6. Potential Park and Ride/Park and Cycle Interventions 126 10.7. Potential Local Highway Interventions 127 10.8. Other Potential Interventions 127 11. Summary and Conclusions 128 11.1. What Does Travel to CBC Look Like Now? 128 11.2. What Will travel to CBC Look Like in Five-years’ Time? 129 11.3. Recommendations 129 11.4. Further Work 129 Appendix A. Stakeholder Workshop Minutes 132 Appendix B. Cambridge Cycle Network Map 138 Appendix C. Bus Service Information 140 Appendix D. Car and Cycle Parking Locations 146
Tables Table 2-1 Data Summary 17 Table 2-2 Supporting Information / Policy Documents 18 Table 3-1 Phase 1 Additional Staff as a Result of Development 25 Table 4-1 Route Conditions From Off-site Transport Interchange Locations 27 Table 4-2 Approximate Peak Travel Time to Cambridge Rail Station from CBC 38 Table 4-3 Existing Car Parking Spaces Within CBC 46 Table 4-4 Existing Cycle Parking Spaces Within CBC 47 Table 4-5 Summary of Results for Zone 5 50 Table 5-1 Staff Totals by Groups According to Postcode Records 56 Table 5-2 Direction of Origin for CBC Staff in Relation to the Campus (RSI data) 62 Table 5-3 Pedestrian and Cycle Inbound Trips to CBC 66 Table 5-4 Summary: Person Trips to CBC by Mode (Daily) 77 Table 6-1 Existing Supply and Demand Gap Analysis 79 Table 7-1 Train Arrivals at Cambridge (07:30 - 09:30) 100 Table 8-1 Staff, Patient and Visitor Trips Per Day by Development 105 Table 8-2 Predicted Additional Two-Way Trips to CBC 106 Table 8-3 Total Predicted Patent Numbers per Annum (2018 - 2022) 107 Table 9-1 Future Supply and Demand Gap Analysis (5-year forecast) 115 Table 10-1 Staff, Patient and Visitor Trips by Day, by Development 123
Figures Figure 1-1 Site Plan and Extent of Local Study Area 14 Figure 1-2 Extent of Wider Study Area 15 Figure 4-1 Walking Catchment from CBC 29 Figure 4-2 Cycle Catchment from CBC 30 Figure 4-3 Bus Service Origins and Routes that Serve CBC 33 Figure 4-4 Bus Service Origins and Routes that Serve CBC from Within Cambridge 34
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Figure 4-5 Bus Stops in the Local Study Area in Relation to Walking Distances 35 Figure 4-6 Percentage of Services that Arrive On-Time by Direction and Period 36 Figure 4-7 CBC Access Point to Local Highway Network by Motor Vehicle 39 Figure 4-8 TrafficMaster Data – Weekday AM Peak (07:00-10:00) 41 Figure 4-9 TrafficMaster Data - Weekday PM Peak (17:00 – 18:00) 42 Figure 4-10 Summary of Accidents According to Severity (2012-2017) 44 Figure 4-11 Summary of Accidents Involving a Cycle (2012-2017) 45 Figure 4-12 CPZ Zone 5 Study Area 49 Figure 4-13 Cycle Parking Performance (data provided by CBC (2017)) 52 Figure 5-1 CBC Output Area Boundaries 55 Figure 5-2 Staff Origins by Postcode Area Obtained from CBC 58 Figure 5-3 Patient Origins by Postcode Area Obtained from CBC 59 Figure 5-4 Census Journey to Work Data - Study Area Wide 60 Figure 5-5 All Travel Purpose Trips to CBC by vehicle (RSI data) 61 Figure 5-6 Direction of Staff Access to CBC by Vehicle (RSI data) 62 Figure 5-7 Direction of Patient Access to CBC by Vehicle (RSI data) 63 Figure 5-8 Existing Mode Share (Data provided by CBC) 65 Figure 5-9 Visitor Mode Share 66 Figure 5-10 Bus Boarding and Alighting Data - CBC 68 Figure 5-11 Bus Trips Alighting at CBC by service and direction 70 Figure 5-12 Bus Trips Originating at CBC 71 Figure 5-13 CBC Traffic Flows (08:00 - 09:00 and 17:00 - 18:00 in Vehicles) 72 Figure 5-14 Travel Purposes to CBC (RSI Data) 74 Figure 5-15 CBC Interview Survey - Parking Locations 76 Figure 7-1 Indicative A10 Royston to Cambridge Foot and Cycleway Route Plan 87 Figure 7-2 Summary of Proposed Cross City Cycling Schemes 90 Figure 7-3 Hills Road and Addenbrooke’s Cross City Cycling Scheme 91 Figure 7-4 Indicative Proposed Greenway Plan 92 Figure 7-5 Proposed Histon Road Plan 94 Figure 7-6 Proposed Milton Road Plan 95 Figure 7-7 Indicative Route Options for the Proposed Western Orbital Scheme 96 Figure 7-8 Proposed East West Rail Route 98 Figure 8-1 Total Predicted Patent Numbers per Annum per Purpose (2018 - 2022) 106 Figure 8-2 Future Car Parking Supply vs Demand (data provided by CBC) 107 Figure 8-3 Babraham P&R - Capacity vs Demand Oct 2017 - June 2019 109 Figure 8-4 Trumpington P&R - Capacity vs Demand Oct 2017 - June 2019 110 Figure 8-5 Expected Increase in Vehicular Traffic During Peak Periods 112
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Executive Summary
What Is This Report? Cambridgeshire County Council (CCC), on behalf of the Greater Cambridge Partnership (GCP), commissioned Atkins to undertake a transport needs review of the Cambridge Biomedical Campus (CBC). CBC is an international centre of innovation and excellence in healthcare. Significant development is in progress on the site and further growth is planned over the next 10 to 15 years, increasing demand for transport to the site. This Report (Part 1 of the Study) draws together evidence on the transport supply and demand to CBC for the existing situation. It also reviews changes to transport supply and demand forecast for the next five years, identifying areas where supply does not match the demand and suggesting Potential Interventions to address those gaps. These conclusions will be the starting point for Part 2 of the Study, which will look further into the future, considering the impacts of a potential new railway station at CBC and identifying what further interventions might be needed with or without a station on the site.
What Is The CBC and Why Is It Important? The CBC, on the southern edge of Cambridge, is a major asset in the development of the UK’s life science research, teaching and healthcare industries. It contributes to Greater Cambridge’s position as one of the UK’s most successful cities in terms of economic indicators, such as productivity and knowledge-based jobs. This success is attributed to being a networked and connected city region, characterised by world-leading innovation. The CBC is a major destination and generator of travel demand, with around 17,2501 staff currently working on-site and 14,5002 visitors to the site each day. AstraZeneca will shortly move into its new corporate headquarters and global research centre at CBC. Royal Papworth Hospital and the life-science company Abcam will also be relocating to CBC in the near future. Further growth is anticipated to 2031 and beyond, with this development serving to increase the number of staff and visitors to the site.
Why Do We Need To Review CBC’s Transport Needs? Economic success to date has been widely celebrated in the Greater Cambridge Region, but it is now contributing to transport congestion that threatens to choke further economic growth and compromise high quality of life. Growth between now and 2031 in the Greater Cambridge Region is forecast to consist of 33,500 new homes and 44,000 new jobs. To deliver this growth and unleash the next wave of the ‘Cambridge Phenomenon’, the Greater Cambridge area needs to: • “Grow physically to accommodate the houses and employment sites that are spread across the areas; • Maintain ease of movement between key economic hubs – new economic centres of gravity including the Addenbrooke’s Biomedical Campus to the south and the University of Cambridge sites to the west and north-west; and • Protect and enhance the high quality of life that contributes so significantly to the area’s attractiveness and success”.3 The CBC is a key part of this. There are already concerns about access to, and congestion around, the site. The level of near-term and long-term growth will lead to significantly increased travel demands from patients, visitors and employees. It is critically important that transport access to this site meets demand, so that this investment and economic growth is supported.
1 Data provided by CBC 2 2015 Access to Addenbrooke’s Modal Choice (2017) 3 https://www.greatercambridge.org.uk/about-City-deal/
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What Is The Focus Of This Study? The Study has defined CBC as covering the existing and planned biomedical facilities on the site. This is our ‘Local Study Area’. Adjoining residential properties and Long Road Sixth Form College are excluded from the definition, because they are located outside the area of development associated with CBC and have their own travel patterns.
Local Study Area
People travel to CBC from locations across east and south-east England and beyond, particularly for patients and their visitors at the specialist hospital facilities. However, Potential Interventions are most likely to be viable when focused on the main concentrations of trips, relating to employees on the site. We have therefore defined a ‘Wider Study Area’ to reflect these main concentrations. It is bounded approximately by Huntingdon, St Neots, Stevenage, Bishops Stortford, Haverhill, Newmarket and Ely, and includes Cambridge itself and the surrounding towns and villages.
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Wider Study Area
What Has The Study Looked At And What Has Been Found? This Report covers a wide range of evidence on transport supply (available routes and services, plus quality factors such as reliability and congestion) and transport demand (travel patterns). Analysis of this evidence has built up a picture of what travel to CBC looks like now and what travel could look like in five-years’ time when considering the growth on the site. The flow chart below shows the process of the Study and includes a snapshot of the overall findings and steps going forward.
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CBC Transport Needs Review: Part 1 Process and Findings
• CBC is an international centre for Biomedical services and research and is set to grow considerably over the next 10 - 15 years and beyond 2031. • Growth is supported by polices in the Local Plans for Cambridge and South Cambridgeshire among other key National and Local policies. Context
• Travel Demand Data - staff surveys and postcodes, TrafficMaster Data, Traffic Count Data, Bus patronage and puncuality data, Census, Road- side Interviews, data provided by CBC, Car Park Demand, Future Planning Applications and Committed schemes etc. • Travel Supply Data - walking and cycling facilites, Park and Ride services, Bus routes and Timetables, Staff surveys, Car park data, On-street parking data, Future Planning Applications and Committed schemes etc. Data • Stakeholder Engagement - a Working Group are supervising the transport review with regular input from technical specialists and Local Gathering Authories. A stakeholder workshop also helped gain valuable local knowledge.
• Plots, graphs and spreadsheet analysis helped build a picture of the current transport situation in and around CBC by combining together data with the views of local stakeholders and site observations. • Collation of information on planning applications, committed schemes, Greater Cambridge Partnership Projects, Highways England Schemes, Data Network Rail Schemes, to determine how access to CBC may look in five-years time. Analysis
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• Existing Challenges - particularly highway congestion (Babraham Road and Addenbrooke's Road), gaps in the range of direct bus services available from key travel origins, concern over staff parking impacts on surrounding residential streets, low levels of walking (1% mode share) and a deficit in cycle parking capacity. • Future Challenges - planned development to increase travel demand by 30-40% (all modes), increase in parking is proposed however highway network has little capacity to accommodate additonal cars, worsening air quality and potential for new staff to be concentrated further from the site than current staff which could increase access by car if alternative travel options are not provided. • Overall - it will be difficult to accommodate future growth on the basis of anticipated travel patterns. Even if additional car parking were to be Findings provided on site, the highway network has limited ability to accommodate additional car use. Congestion and journey times will increase and access to the site by car will be constrained.
• Potential Interventions are focussed on improving access for sustainable modes as it is considered that access by car will be increasingly constrained in terms of the local highway network, on-site parking and on-street parking. In order for growth to be managed effectively, car use must be discouraged in order to maintain access to the site in particular for patients and emergency vehicles. Implementation of some or all of these measures should be done so through a coordinated, holistic approach to ensure that measures are as effective as possible. • Potential Interventions considered most valuable for each mode are summarised below, with all Potential Interventions being presented in Chapter 10: • Walking: ensure that all junctions and pedestrian desire lines have pedestrian crossings; • Cycling: Provision of a Park and Cycle off-site. This may also come in the form of a bike share scheme / hire scheme at the Park and Ride sites similar to the Ofo bike scheme scheme found throughout the City; • Public Transport: engagement with bus operators to identify further services to access CBC particularly in relation to the relocation of Royal Papworth Hospital; Interventions • Car Parking: Additional Park and Ride Spaces at existing sites or new sites to accommodate the shortfall of parking on the Campus; • Cycle Parking: On site observations found that cycles were being informally parked and in some cases appeared to be unused. It is recommended that a ‘cycle clean-up’ takes place to remove unused, unwanted and disowned cycles; and • Highway: Stakeholders suggested improved traffic signals on Addenbrooke’s Road could reduce queueing back to the M11 Junction 11 bridge which has been observed to become congested due to right turning traffic on the northbound side of Hauxton Road.
• Potential near-term Interventions will need to be defined more precisely and assessed for viability. • Part 2 of the Study will project CBC's transport needs beyond the five-year point, identify how a new railway station may affect these needs and identify Potential longer-term Interventions to address the needs in scenarios with or without the station. This will include Potential Interventions to support local access to the new station itself, which (depending on the timing of the station opening) may be required in less than five-years. What Next?
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1. Introduction
1.1. Background and Context Atkins has been commissioned by Cambridgeshire County Council (CCC), on behalf of the Greater Cambridge Partnership (GCP), to undertake a Transport Needs Review of Cambridge Biomedical Campus (CBC). Significant development is in progress on the site and further growth is planned over the next 10 to 15 years, therefore increasing demand for transport to the site. This Report (Part 1 of the Study) is a baseline Report to understand the existing and future travel supply and demand, gaps in supply and demand, and provide recommendations for Potential Interventions that could be implemented in the next five years. There is also a desire to explore the transport requirements for the CBC site looking beyond a five-year horizon, which includes the possibility of a third station in Cambridge, located close to the CBC site. This will be further examined in Part 2 of the Study. 1.1.1. The Cambridge Phenomenon The Cambridge Phenomenon has an exceptionally successful story to tell. Cambridge is a member of the UK’s Fast-Growing Cities group which contains some of the UK’s most successful cities in terms of economic indicators such as productivity and knowledge based jobs. Cambridge’s Gross Value Added (GVA) per worker was £55,900 in 2014, having grown 21% since 2004. Over the same period Cambridge’s population grew by 14.5%4. Greater Cambridge competes on a global stage and is a gateway for high-tech investment into the UK. It is also the innovation capital of the country, with more patents per 100,000 population than the next six UK cities combined5. Greater Cambridge’s current economic success is attributed to being a networked and connected City region, characterised by world-leading innovation. Research6 into The Cambridge Phenomenon, the cluster of technology firms around Cambridge, indicates that this success is due to: • “A world class university drawing talent into the area from across the globe, fostering innovation and encouraging business spinout which has developed into strong hi-tech, bio-medical and other clusters (with over 1,525 technology companies employing more than 54,000 people and, with a combined annual revenue of more than £12 billion); • The area’s scale and connectiveness allows overlapping networks to develop and facilitate a culture of co-operation and cross-fertilisation between entrepreneurs and with academics; and • Being an attractive place and competing with other world cities as a good place for business leaders and their families to live, not just a good place to do business”. (pg2) Greater Cambridge has a diverse economic base with strengths across a broad base of knowledge- intensive sectors: professional, scientific, biomedical, clean-technology and advanced manufacturing. Whilst economic success to date has been widely celebrated, it is now contributing to a shortage of housing and significant transport congestion that threatens to choke further economic growth and compromise high quality of life.
1.1.2. Cambridge Biomedical Campus The CBC is an international centre of innovation and excellence in healthcare and is a significant asset in the development of the UK’s life science research, teaching and healthcare industries.
4 Centre for Cities, Williams, M, March 2016: Fast Growth Cities: The opportunities and challenges ahead 5 Greater Cambridge Partnership - https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/321722/Greater_Cam bridge_City_Deal_Document.pdf 6 Greater Cambridge Partnership - https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/321722/Greater_Cam bridge_City_Deal_Document.pdf
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A significant increase in the number of people working at and visiting the Campus will take place within the next five years, with further increases expected up until 2031. Current growth includes the relocation of Royal Papworth Hospital, Abcam and AstraZeneca, several University of Cambridge (UoC) developments. There is also expansion to the existing hospital provision, with further growth planned up to 2031 and aspirations to grow further beyond 2031. This growth will increase pressure on the transport network used both to access the Campus and travel within the site. There is a need to understand the future travel demand of patients, visitors and employees, to best plan sustainable options for the future. CBC is currently developing its Transport Strategy in parallel with this Study. The overall aims and objectives of this Study are in line with that of the CBC Transport Strategy.
1.2. About This Study This Study has two stages, as set out below: Part 1: Baseline Report Part 1 provides an understanding of: • Current travel demand to, from and within CBC, including the volume of travel to and from the site and the breakdown by mode, purpose and direction; • Current travel supply for these trips, including the challenges and opportunities; • Current mismatches between supply and demand for trips to, from and within CBC; • Future travel demand to, from and within CBC; • Future travel supply for these trips, including CBC, GCP and CCC proposals and bus and rail improvements; and • Future mismatches between the supply and the demand for trips. Part 1 recommends Potential Interventions for the next five years to manage growth and close the gaps between supply and demand. This Report provides the output of Part 1. Part 2: Potential Impacts (transport-related and otherwise) of Cambridge South Station Part 2 of the Study will examine the transport needs of CBC beyond the next five years, including assessing the multimodal impacts of a Cambridge South Station by considering: • The strategic fit of a new station within the CBC and regional growth strategy; • Options for access to a new station; • Wider economic impacts of a new station; • Rail demand forecasts; and • The multimodal transport impacts. Part 2 will culminate recommendations for potential additional transport measures needed for CBC beyond the next five years for scenarios both with and without the addition of a Cambridge South Station. Part 3: Impact of Interventions and Cambridge South Station on Access to CBC Part 3 will assess the impact of the Potential Interventions identified in the Part 1 and Part 2 Reports, as well as Cambridge South Station, on access to CBC between 2018 and 2031. This will determine their impact on the Targets identified in Part 2, as well as identify the phasing requirements to help manage growth up to 2031. Part 3 will form a separate report. At the end of Part 3, a Non-Technical Summary will also be produced to summarise the outcomes of the entire Study.
1.3. Stakeholder Involvement The Study has been overseen by a working group with representatives from CCC, GCP, Cambridge City Council (CCiC), South Cambridgeshire District Council (SCDC), Cambridge University Hospitals NHS Foundation Trust (CUH), UoC, and the Study team.
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A stakeholder workshop was held on Wednesday 22nd November 2017, with representatives from the CBC community, local residents, members of the CBC Travel, Transport and Sustainability Group, bus operators, taxi companies, Camsight, the Cambridgeshire Deaf Association and Camcycle. Initial findings of the Study were presented and attendees were asked to provide feedback. Appendix A summarises the results of the workshop.
1.4. Study Area For this Study, we have defined: • A Local Study Area, representing CBC itself; and • A Wider Study Area, representing the main concentration of areas where trips to CBC originate and that interventions are most likely to be concerned with. The Local Study Area is shown in Figure 1-1. This has been agreed with CCC and CBC as defining CBC for the purposes of this Study. It includes the existing CUH site, which is an important part of this Study due to its scale and planned growth. Long Road Sixth Form College and residential properties along Long Road and Hills Road are excluded, as they are located outside the area of biomedical development associated with CBC and have their own distinct travel patterns. The Wider Study Area is shown in Figure 1-2. It was defined based on Road Side Interview (RSI) data obtained on radial routes around Cambridge in 2013. The data was filtered to include only journeys for work purposes with a destination within CBC. The Wider Study Area represents the main concentrations of origins for these trips. The definition was based on travel to work because other journey purposes (such as hospital visitors) are spread widely across southern England and the Midlands and it is unlikely that any viable interventions would be identified across such a broad area. Staff postcode data, subsequently provided for this Study, confirmed the Wider Study Area to be appropriate.
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Figure 1-1 Site Plan and Extent of Local Study Area
Addenbrooke’s Road Road
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Figure 1-2 Extent of Wider Study Area
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1.5. Site Observations To inform this Study, a site visit was conducted on 8th November 2017 between 08:00 and 09:30 to observe the existing transport conditions. Levels of traffic on selected roads inside and outside the Campus were observed, in addition to the overall transport infrastructure within the Campus. Findings include: Traffic Conditions Surrounding the Local Study Area • Traffic surrounding CBC was slow moving, although at no point was it observed to be at stand-still conditions; • Traffic backed up to M11 Junction 11 roundabout and off-slips for entry into Addenbrooke’s Road, although this traffic was in a separate lane from traffic heading towards the City Centre. Traffic did not always clear the signals in one cycle, which suggests that demand exceeds capacity here; • For pedestrians, wide footways and pedestrian crossings were present at most junctions, although there are no pedestrian signals on the eastern side of the Queen Edith’s Way/Long Road junction; and • On-street parking was possible in some residential streets, although there was minimal space available by 08:00. Traffic Conditions Within the Local Study Area • Vehicular traffic within CBC was lower than outside the site and was relatively free-flowing; • There was infrastructure for cyclists at key locations such as Main Drive, which includes cycle lanes both on-road and off-road; • The one-way system at the centre of the site was seldom used by cars and was mostly used by buses and cycles; • Cars tended to stay to the periphery of CBC, mostly accessing car parks; • Cycle lanes were present although some were poorly signed, combined with footways and/or not on cycle desire lines; • Most cycle parking facilities that were observed were full; • Cycles were locked to informal locations such as trees and rails; some cycles appeared to be unused; • Footways, cycleways and shared surfaces were inconsistent, with varying types of infrastructure; • The project team found it difficult at times to navigate through the site with limited signage or wayfinding information available, particularly for pedestrians. Wayfinding information is inconsistent in nature; • The busway entrance to the west was heavily used by cyclists; and • A bike share scheme exists in Cambridge and there is a dedicated cycle parking area for these cycles near the main Addenbrooke’s Hospital entrance. A bike repair shop is also available within CBC.
1.6. Report Structure This Report is structured as follows: • Chapter 2 summarises the data that has been used in the Study; • Chapter 3 sets out the policy context and the vision for expansion and growth of CBC; • Chapter 4 summarises the baseline travel supply; • Chapter 5 summarises the baseline travel demand; • Chapter 6 presents a gap analysis between the baseline transport supply and demand; • Chapter 7 summarises the future travel supply; • Chapter 8 summarises the future travel demand; • Chapter 9 presents a gap analysis between the future travel supply and demand; • Chapter 10 presents recommendations to accommodate future travel demand; and • Chapter 11 summarises the findings of the Report and makes recommendations for further study.
The data sources within this Report have come from several existing sources, accessed during October and November 2017, or supplied by key stakeholders during the Study. All information presented within this Report was correct at the time of compilation.
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2. Study Data Summary
A key element of this part of the Study is the background data collated from stakeholders and used to provide evidence on the transport conditions for CBC and the surrounding area. Table 2-1 summarises this data. Table 2-1 Data Summary
Data Date of Data Who Will It What Will It Source of Notes Collection Tell Us Tell Us About Data About? Them? Roadside 2013 Drivers of Origin, CCC / Age of data Interviews vehicles on destination, Highways may mean it (RSI) the highway purpose, time England. does not network. of travel. capture latest travel pattern changes.
Census 2011 Commuters. Origins, mode Office of Single day Journey to of travel. National sample from 7 Work Statistics. years ago.
TrafficMaster 2016 Vehicles on Speed. Highways the highway England. network.
RTPI Bus 2017 Bus users. Reliability of CCC. Service Data buses to / from CBC.
Traffic Counts 2010 to 2017 Vehicles on Volume of CBC. Range of the highway traffic on sources, such network. routes into / as ad-hoc out of CBC. traffic counts from 2010 onwards and 2017 CBC Traffic Survey.
Park and Ride 2012 and Park and Ride Occupancy of Atkins / CCC / Earliest data Surveys 2017 Users. Park and Ride CBC. is five-years sites. old.
Information 2017 Users of the Travel CBC. provided by CBC site. Patterns, CBC volumes, targets.
CBC Cordon / 2017 Users of the Travel CBC. One-day Interview CBC site. Patterns, snapshot. Surveys Travel Demand.
CBC and UoC 2017 Staff at CBC Place of CBC and UoC Staff and UoC. residence. Postcode Records
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Data Date of Data Who Will It What Will It Source of Notes Collection Tell Us Tell Us About Data About? Them? CBC Patient 2017 Patients at Place of CBC. Postcodes CBC. residence.
Accident Data 2012 - 2017 Users of the Those that CCC. Most recent highway were involved 5-year period network. in accidents available from and the CCC. nature of the accidents.
Car and Cycle 2017 Car users and Where CBC. One-day Parking Cyclists. vehicles and snapshot. Occupancy cycles are Data parked on-site as well as volumes.
On-street 2016 Car users Parking CCC. Parking Data who park off- locations and (originally by site. volumes. Mott MacDonald)
Bus Stop 2017 Bus users. Number of CBC. One-day Alighting / bus users snapshot. Boarding alighting / Data boarding at stops within CBC.
This data summary shows that there is a wide range of data, covering different geographical areas, transport modes, purpose of travel and transport conditions, provision and infrastructure details. Some data sources overlap, such as the ad-hoc traffic counts and 2017 CBC Traffic Survey. In such cases the most recent data has generally been carried forward for presentation in this Report. However, the overlaps have been checked to confirm their findings are consistent. Any differing conclusions have been drawn out and presented where relevant.
As well as the data outlined in Table 2-1, a series of supporting information and policy documents have been used to provide context. These are summarised in Table 2-2. Table 2-2 Supporting Information / Policy Documents
Supporting Information / Sources Purpose / Use Within This Report Interim Cambridge and Peterborough To set the relevant policy context for the growth Combined Authority Local Transport Plan. of CBC.
Third Cambridgeshire Local Transport Plan To set the relevant policy context for the growth 2011 – 2031 (July 2015). of CBC and the importance of sustainable access to employment sites.
Transport Strategy for Cambridge and South To set the relevant policy context for the growth Cambridgeshire (March 2014). of CBC and the importance of sustainable access to employment sites.
Cambridge Local Plan (July 2006) and To set the relevant policy context for the growth Proposed Submission due to be adopted in of CBC and the importance of sustainable 2018. access to employment sites.
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Supporting Information / Sources Purpose / Use Within This Report South Cambridgeshire Local Development To set the relevant policy context for the growth Framework – Core Strategy Document of CBC and the importance of sustainable (January 2007). access to employment sites.
UoC Transport Policy. To provide an overview of the transport policy for the University as an employer of staff on the CBC site.
Atkins East-West Rail (Central Section) Used to provide information on the proposed Conditional Outputs Statement (2014). route of the Central Section of the East-West Rail route which would link Bedford and Cambridge.
GCP Schemes. Information about ongoing GCP Transport Schemes that could improve access to CBC.
CBC Expansion Transport Assessment Used to determine growth in trips to be Addendum and Environmental Statements generated by the expansion of the site. (2007).
New Papworth Hospital, AstraZeneca, Abcam Used to determine growth in trips to be and CBC Phase 2, Plot 8 and Plot 9 Transport generated by the expansion of the site. Assessments (varying dates).
Waterbeach Barracks, Papworth Hospital Staff Information gained on the use of Waterbeach Accommodation Transport Assessment (2016). Barracks as housing for staff relocated as part of the move of Royal Papworth Hospital to CBC.
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3. Policy Context, Vision and Growth
This Chapter identifies the local planning and transport policy context relevant to the vision of growth at CBC and the desire for the site to become a sustainable travel Campus. It covers: • The local and regional policy context (Section 3.1); • Aspirations for growth relevant to CBC (Section 3.2); and • The vision that therefore presents itself for CBC moving into the future (Section 3.3).
3.1. Policy Context
3.1.1. Interim Cambridge and Peterborough Combined Authority Local Transport Plan7 The Cambridge and Peterborough Combined Authority (CPCA) is now the local transport authority with strategic powers for the regions previously covered by Peterborough City Council and Cambridgeshire County Council. The Interim Transport Plan, agreed by the CPCA on 28th June 2017, recommends that the previous Local Transport Plans for Cambridgeshire and Peterborough are combined into a single Transport Plan and updated in line with the impacts of devolution, the GCP and a refresh of the Strategic Economic Plan. The transport vision for the CPCA is to: “improve transport and the physical connections between communities including cities, towns and rural areas, as a means of unlocking sustainable growth and recognising the significance of transport in growing the economy. It will also seek to improve connectivity through improved digital infrastructure, grow international recognition for the regions knowledge based economy and improve quality of life by tackling areas suffering from deprivation”8.
3.1.2. Third Cambridgeshire Local Transport Plan 2011 – 2031 (Version 1.2.1, Updated July 2015)9 The Cambridgeshire Local Transport Plan (2011 – 2031) (LTP3) sets out how the region’s policies and plans for transport aim to contribute towards the county’s vision of: “creating communities where people want to live and work: both now and in the future(iii)”. The LTP identifies the City Deal (now GCP) as a key mechanism for delivering transport infrastructure over the next 15 to 20 years, to support economic and housing growth. It highlights several challenges that are applicable to the growth and expansion of CBC from a transport perspective: • “improving the reliability of journey times by managing demand for road space, where appropriate and maximising the capacity and efficiency of the existing network” (vi). Translating this in to the CBC context, this Study aims to recommend methods and metrics for managing the demand for road space and travel by all modes to CBC to allow for growth to occur in a sustainable and manageable way; and • “protecting and enhancing the natural environment by minimising the environmental impact of transport” (vii). This Study aims to address transport challenges within CBC based on the transport user hierarchy10 which prioritises movement by sustainable modes of travel and firstly aims to encourage trips via foot, cycle and public transport. The LTP has five objectives, one of which is “managing and delivering growth and development of sustainable communities” (pg1-10). It suggests that the Greater Cambridge economy is already being limited
7 http://cambridgeshirepeterborough-ca.gov.uk/assets/Combined-Authority/Agenda-and-items.pdf (pg90) Accessed 09/01/2018 8 Cambridge and Peterborough Interim Local Transport Plan http://cambridgeshirepeterborough- ca.gov.uk/assets/Combined-Authority/Agenda-and-items.pdf (pg96) 9 https://ccc-live.storage.googleapis.com/upload/www.cambridgeshire.gov.uk/residents/travel-roads-and- parking/The_Local_Transport_Plan_3%20%281%29.pdf?inline=true Accessed 09/01/2018 10 Manual for Streets 2 - http://www.ciht.org.uk/en/document-summary/index.cfm/docid/055693F6-8DB0- 4BBE-AA9FF1B5BC5E9412 Accessed 09/01/2018
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by congestion on the road network and congestion is only likely to worsen over time as traffic levels increase further. Putting this into the CBC Study context, providing and managing travel to and within CBC would contribute to delivering sustainable growth within the Campus and the local area. The LTP provides several examples of how it is contributing to achieving the objective including through influencing the design of new developments to encourage travel by foot and cycle. Although not entirely a new development, the nature of growth within CBC means that the use of the site is changing constantly and significantly. For this reason, influencing travel habits of staff and visitors whilst the Campus is still evolving is important to encourage sustainable travel and discourage non-sustainable travel habits. It is considered that the growth and expansion of CBC is in line with the objectives of the LTP, providing that it can do so in a sustainable manner. This Study aims to recommend mechanisms for managing demand and growth and instilling positive travel habits in staff and visitors by employing several of the strategies identified in the LTP, particularly: • “Making sustainable modes of transport more attractive by developing walking and cycling networks”; • “Improving the environment and safety of pedestrians, cyclists and public transport users”; • “Focus on raising awareness of available transport choices, and health and environment benefits of cycling and walking”; and • “Working with Local Planning Authorities to ensure facilities for sustainable modes form an integral part of new development”11.
3.1.3. Transport Strategy for Cambridge and South Cambridgeshire (March 2014)12 The Transport Strategy for Cambridge and South Cambridgeshire (TSCSC) is part of the suite of policy documents that supports the LTP3 and provides a framework for addressing problems and challenges identified in the LTP3. A number of policies relate to catering for growth and demand in a sustainable manner: • Policy TSCSC 2: Catering for travel demand in Cambridge – Pedestrian, cycle and bus trips should be prioritised across the City and general traffic should be maintained at current levels. To achieve this additional capacity should be provided for foot, cycle, bus and rail infrastructure and technology should be embraced to reduce the need to travel; • Policy TSCSC 7: Supporting sustainable growth – All new development will be required to provide integrated and improved transport infrastructure to ensure that people can travel by sustainable modes and that use of these modes will be maximised; • Policy TSCSC 9: Access to jobs and services – The strategy aims to maximise access to employment and key services by providing transport that is efficient and effective through providing High Quality Public Transport (HQPT) and cycle networks close to major employment centres; • Policy TSCSC 10: Improving Rail Services – “The county council will work with other authorities and the rail industry to bring forward service enhancements and new infrastructure to increase rail use, through frequency and capacity improvements” (pg D-3). Policy 10 identifies a future opportunity for a new station at CBC (which will be explored in Part 2 of this Study); • Policy TSCSC 12: Encouraging cycling and walking – Walking and cycling networks will be increased to promote healthy active lifestyles with all new developments providing high quality cycle parking and integration within the wider network. Where possible, pedestrian and cycle facilities should be integrated with HQPT; and • Policy TSCSC 15: Managing Travel Demand – Appropriate measures should be introduced to manage demand for general vehicular traffic in Cambridge, including management of parking demand. The aims of this Study are in line with these policies and the overarching aims of the TSCSC, in that growth is to be managed in a way that minimises the need to travel by private vehicle and encourages trips by sustainable modes.
11 Cambridgeshire LTP3 Fig 4.1, pg4-3 12 https://www.cambridgeshire.gov.uk/residents/travel-roads-and-parking/transport-plans-and- policies/cambridge-city-and-south-cambs-transport-strategy/
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3.1.4. Cambridge Local Plan (July 2006) The Cambridge Local Plan (2006) sets out the City Council’s strategy for how the City can manage growth and change over the next 10 years, without compromising Cambridge as a place to live and work. It identifies the need for growth and the many positives it can bring, as well as the challenges in achieving growth in a sustainable way. Two components of the Local Plan that are directly relevant to CBC and this Study are: • “The promotion of employment growth in sustainable and accessible locations to support the future expansion of education, research, knowledge based industries and essential services”; and • “The provision of appropriate infrastructure, in particular transport infrastructure, to support new developments and promote more sustainable living patterns”.13 In terms of employment, the Local Plan stresses the importance of creating linkages between employment hubs, including biotechnology and higher education. With significant growth in similar industries taking place in south Cambridge at Babraham Research Campus and Granta Park as well as CBC, there is an increasing need to cater for travel between the three Campuses. In terms of connecting Cambridge, the Local Plan aims to minimise the distances people need to travel, especially by car, maximise accessibility, and ensure provision of sustainable forms of transport. Although not directly referenced, the Local Plan (like the TSCSC) uses the ‘Transport User Hierarchy’ to prioritise travel by foot, cycle and public transport above the vehicle.
3.1.5. Cambridge Local Plan 2014: Proposed Submission (July 2013) The existing Local Plan is now under review to bring it up to date and set the Council’s strategy to 2031. The new Local Plan is due to be adopted in 2018. The draft document14 has 15 objectives which all new developments must be in accordance with. Those most relevant to CBC and this Study are as follows: • “Promote and support economic growth in environmentally and accessible locations, facilitating innovation and supporting Cambridge’s role as a world leader in higher education, research and knowledge-based industries, while maintaining the quality of life and place that contribute to economic success”; and • “Be located to help minimise the distance people need to travel, and be designed to make it easy for everyone to move around the City and access jobs and services by sustainable modes of transport”. There is also a policy placing more emphasis on air quality impacts of developments: • Policy 36: Air Quality, odour and dust - “Applicants, where reasonable and proportionate, according to the end-use and nature of the area and application, must demonstrate that … the development will not lead to the declaration of a new AQMA”.15 Policies aimed at providing access to new development are as follows: • Policy 80: Supporting sustainable access to development – emphasises the need for developments on the edge of the City to be served by HQPT and connections to the City Centre and other centres of employment, as well as promoting access by foot and cycle; • Policy 81: Mitigating the transport impact of development –stresses the importance of having a robust travel plan and appropriate mitigation measures to manage the impacts of development, including infrastructure and behaviour change programmes to encourage the use of sustainable modes; and • Policy 82: Parking Management –in the “City Centre, and on streets with overnight parking stress, on and off-street car parking levels should be maintained at current levels for shoppers, residents and workers”16. This suggests that additional parking generated by the expansion of CBC should be accommodated on-site or within the existing on-street parking provision. The Council also strongly encourages the use of car clubs at new developments to reduce the need for private car parking.
13 Cambridge Local Plan (https://www.cambridge.gov.uk/sites/default/files/docs/Local%20Plan%202006.pdf) Accessed: 09/01/2017 (pg17) 14 Cambridge Local Plan 2014: Proposed Submission (July 2013) https://www.cambridge.gov.uk/public/ldf/draft_submission/Full%20Plan/Full%20Draft%20Plan%20with%20titl e%20pages%20reduced%20size.pdf Accessed 09/01/2018 15 Cambridge Local Plan 2014: Proposed Submission (July 2013). Link as above. Accessed 16/01/2018 16 Cambridge Local Plan 2014: Proposed Submission (July 2013) https://www.cambridge.gov.uk/public/ldf/draft_submission/Full%20Plan/Full%20Draft%20Plan%20with%20titl e%20pages%20reduced%20size.pdf Accessed 09/01/2018 (Pg. 223)
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The transport policies set out within the Local Plan Proposed Submission echo those in the previous Local Plan, whilst putting further emphasis on providing sustainable transport, reducing the need to travel and advances in technology.
3.1.6. South Cambridgeshire Local Development Framework – Core Strategy Development Plan (January 2007) The South Cambridgeshire Core Strategy17 sets out the desire for development to be in areas that are accessible by foot, cycle and public transport. The Core Strategy identifies the importance of ensuring that rural centres have good public transport connections to Cambridge to help reduce reliance on private vehicles. Many trips to CBC originate in rural centres surrounding Cambridge, so good public transport connections have the potential to improve connectivity to CBC from key housing locations.
3.1.7. South Cambridgeshire Local Plan: Proposed Submission (July 2014) The South Cambridgeshire Local Plan is currently under review and the ‘Proposed Submission Local Plan for South Cambridgeshire’ (hereafter referred to as the Draft Local Plan) looks to set polices and land allocation up until 2031. The vision for the Draft Local Plan is that: “South Cambridgeshire will continue to be the best place to live, work and study in the country. Our district will demonstrate impressive and sustainable economic growth. Our residents will have a superb quality of life in an exceptionally beautiful, rural and green environment”18. The vision helps shape the policies of the district going forward. Those most relevant to the growth of CBC and the need for sustainable transport are: • Policy S/3: Presumption in favour of Sustainable Development: This policy emphasises the need to develop sustainably and in line with the guidance provided in the National Planning Policy Framework19 as well as relevant Local Plans; and • Policy TI/2: Planning for Sustainable Travel: emphasis is placed on reducing the need to travel and where travel is necessary, promoting sustainable travel. The policy stresses the need for appropriate mitigation for development, including integration with existing transport networks and accessibility by walking, cycling and public transport. This emphasises the requirement for CBC to focus on providing sustainable transport options for users of the site as it continues to expand.
3.1.8. Greater Cambridge Partnership The GCP is the local delivery body for the Greater Cambridge City Deal (GCCD), which has access to funding up to £1 billion over 15 years to improve infrastructure to support and accelerate growth of housing and jobs. The GCP anticipates that growth up to 2031 will lead to the need for 33,500 new homes and 44,000 new jobs20. To deliver more jobs, housing and economic growth and to unlock the next wave of the Cambridge Phenomenon, the Greater Cambridge area must: • Grow physically to accommodate the houses and employment sites that are spread across the area; • Maintain ease of movement between key economic hubs - new economic centres of gravity including CBC to the south, and the UoC sites to the west and north-west; and • Protect and enhance the high quality of life that contributes to the area’s attractiveness and success. The aims of the GCP are aligned with the local policies of the five GCP Partners’: • South Cambridgeshire District Council; • Cambridge City Council; • Cambridgeshire County Council;
17 South Cambridgeshire District Council Local Development Framework Core Strategy (https://www.scambs.gov.uk/sites/default/files/documents/Adopted%20Core%20Strategy%20DPD.pdf) Accessed 10/01/2018 18 South Cambridgeshire Local Plan: Proposes Submission (July 2014)https://scambs.jdi- consult.net/localplan/readdoc.php?docid=224&chapter=2&docelemid=d38950#d38950 (Policy S/1: Vision) (pg. 21) 19 National Planning Policy Framework (March 2012) Department for Communities and Local Government https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/6077/2116950.pdf 20 https://www.greatercambridge.org.uk/about-City-deal/
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• Greater Cambridge Greater Peterborough Local Enterprise Partnership; and • The UoC. The focus of the transport schemes promoted by the GCP is aligned away from vehicular travel and towards sustainable travel, with many of the schemes including improvements to bus, pedestrian and cycle travel. The City Access Strategy looks to reduce peak time vehicle traffic levels by 10-15% by 2031. With CBC located approximately 3km from the City Centre, measures implemented by this Study could have a significant impact on the nature of travel in the area. Further information on this and other GCP studies and proposed schemes is provided in Section 7.2.
3.1.9. Cambridge Biomedical Campus CBC is currently developing their Transport Strategy in parallel with this Study. The overall aims and objectives of this Study are in line with that of the CBC Transport Strategy and the two teams have been liaising throughout this Study.
3.1.10. University of Cambridge Transport Policy The UoC is a significant occupier at CBC, in terms of both teaching and research uses. The overarching travel and transport aim for the UoC is: “to provide viable and accessible sustainable travel options for staff and students for travel to work, travel at work and travel for work, which results in a reduction in carbon emissions”21. The University has a Travel Plan22 that aims to provide alternatives to driving and improve connectivity between sites across the City. Its objectives are: • Reducing the need to travel; • Manage carbon emissions from University generated travel; • Manage the demand for travel by car, particularly private car; • Increase options for travel by non-car modes; • Improve the affordability of travel; and • Support development at North West Cambridge by removing current trips on the highway network. These objectives are in line with those of the other policy documents reported above. The overall target of the Travel Plan is for no more than 25% of journeys to work across the entire University to be made by single occupancy car.
3.1.11. Other Individual Occupiers Existing and new occupiers on site, such as AstraZeneca, also have their own Travel Plans and travel policies.
3.1.12. Summary This Section has summarised the local planning, transport and site-specific policies relevant to the expansion and development of CBC, specifically focusing on the need for sustainable transport to serve new and expanding developments. These point towards the need for development to provide access in favour of sustainable modes, included walking, cycling and public transport, as well as taking advantage of advances in technology to reduce the need for travel, especially by private vehicle. This Study will suggest further Potential Interventions in favour of sustainable access to CBC to mitigate the increase in travel demand to the site. Therefore, the aims of this Study are in line with and support local transport policy.
3.2. Growth A key theme of national and local planning and transport policy is growth within the Cambridge sub-region in terms of the economy, jobs and housing. Within Cambridge, CBC is one of the key sites to deliver a sizeable proportion of this growth.
21 https://www.environment.admin.cam.ac.uk/travel 22 University of Cambridge Travel Plan (2011) https://www.environment.admin.cam.ac.uk/files/travel-plan- 2011.pdf
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The main organisations currently located at the Campus are CUH NHS Foundation Trust, the UoC School of Clinical Medicine, the Medical Research Council Laboratory of Molecular Biology and GlaxoSmithKline. At present there are approximately 17,25023 staff working on-site, with an additional 14,50024 visitors a day. During 2018, AstraZeneca, Abcam and Royal Papworth Hospital are due to relocate to the site whilst other UoC developments are being constructed and occupied. Expansion of the site is taking place across two phases, with the first comprising of 70 acres including allocation for CUH and commercial uses. Phase 2 consists of 14 additional acres of research and development, clinical, and higher education land uses. Two additional multi-storey car parks, totalling an additional 1,894 spaces, are also proposed as part of this phase allocated between the commercial and clinical uses and between staff and visitors.
From 2018, the number of people accessing the Campus will grow considerably and the pressure on the transport network will increase. Table 3-1 summarises the additional staff anticipated to work on the site following the extension and shows that approximately 5,600 additional staff are likely to access the site. Analysis of the impact of this growth is provided in Section 8.1. (Growth in patient and visitor numbers is covered separately in Section 8.2.) Table 3-1 Phase 1 Additional Staff as a Result of Development25
Development Estimated Staff Numbers AstraZeneca 1,600 staff and 600 Consultants
Royal Papworth Hospital 1,893
Abcam 461
Project Capella 600 staff (some of which will transfer internally)
Project Bellatrix (Plot 8) 80
Project Atria 400
Total 5,634
3.3. Vision The policies outlined in Section 3.1 set out a positive vision for CBC to become a sustainable travel campus with commitment from various stakeholders to promote and encourage sustainable travel as the site expands. This vision has the potential to lead to a Campus with a lower car mode share and more people using sustainable modes and clean transport options. This in turn would lead to health benefits for staff and visitors and the Campus becoming a more attractive place for continued economic growth. It would help CBC to contribute to growth targets set for the Cambridge Sub-region and attract further investment. This vision is based on the presumption that current challenges and issues with access to and within the Campus are addressed. Without intervention, and with unchecked growth, transport and access to the site has the potential to become unmanageable and ineffective. Providing capacity and easier access for sustainable modes instead of cars is imperative. The policy aims of CPCA, CCiC, SCDC, GCP, CBC and UoC outlined above are the basis on which action can be taken to achieve the vision. This Study aims to contribute to this by suggesting measures to support changes in travel patterns and continue work to improve infrastructure that provides access to and around the site.
3.4. Summary The policies highlighted in this Chapter show a clear aspiration for growth across the region and the development with CBC is clearly aligned to this vision. This Report will help to identify Potential Interventions that could ensure the effective delivery of the growth in the short term, by encouraging access to the site by sustainable modes of travel.
23 Data provided by CBC 24 2015 Access to Addenbrooke’s Modal Choice (2017) 25 Data provided by CBC
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4. Baseline Travel Supply
This Chapter identifies the existing transport infrastructure available to access to CBC and its level and quality. The following information and data are presented: • The infrastructure available for pedestrians and cyclists (Section 4.1); • The coverage of the walking and cycling networks, through analysis of their catchment areas (Section 4.2); • Bus routes that serve the site, followed by analysis of their reliability to provide a measure of service quality (Section 4.3); • Park and Ride sites and their services to CBC (Section 4.4); • A description of the local highway network and how this connects to both the site and the wider strategic road network (Section 4.5); • The performance of the local highway network, in terms of traffic speeds (Section 4.6); • Road accident data, representing the performance of the highway network in safety terms (Section 4.7); and • Data on the car and cycle parking supply (Section 4.8).
4.1. Walking and Cycling Infrastructure CBC has, and is, surrounded by an extensive cycle and pedestrian network including both on-road and off- road cycle routes and pedestrian links. A map of the Cambridge cycle network is shown in Appendix C. Some key elements of the walking and cycling infrastructure are described below.
4.1.1. Areas Around CBC In areas to the north and east of CBC: • Long Road and Queen Edith’s Way have shared cycleway/footways on either side of the carriageway; • Hills Road has undergone recent improvement for cyclists with two slightly raised cycle lanes (also known as ‘hybrid cycle tracks’) between the main carriageway and the footway. This allows for cyclists, pedestrians and vehicular traffic to be segregated between the CBC site and Purbeck Road, just south of Cambridge Rail Station; and • On Hills Road between Long Road and the Addenbrooke’s roundabout, a recently-completed scheme as part of the cross city cycling proposals has provided (in addition to hybrid cycle tracks) extra provision for southbound cyclists entering the CBC site. This involves a contraflow cycle track on the west side of the road which can be reached via a diagonal movement at the Hills Road / Long Road junction, and which connects to the existing cycle/pedestrian cut-through north of Main Drive. To the west of CBC: • There is extensive off-road cycle and pedestrian infrastructure both alongside Addenbrooke’s Road and the Cambridgeshire Guided Busway (CGB); and • The segregated route alongside the CGB connects with Trumpington Park and Ride, Cambridge Railway Station, the western end of Long Road and residential areas of Trumpington. To the south of CBC: • The Shelford cycleway provides a direct, traffic-free route to Great Shelford. To the south-east of CBC: • Babraham Road has off-road shared provision on the eastern side of the carriageway and a footway on the western side; and • This provision is now connected with the CBC site via an improved link from Red Cross Lane and a new link via the Ninewells development.
4.1.2. Within CBC Within the CBC site, footway and cycleway provision is inconsistent. Site observations showed the route alongside the Busway to the west of the site to be particularly well used by pedestrians and cyclists and of high quality. However, this is not the case for all aspects on site. In places, for example on Dame Mary Archer Way, provision is comprehensive. In other locations, such as Main Drive, Puddicombe Way and
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Richard Howe Way, provision is inconsistent, with road markings, including zebra crossings, worn and unclear. There are numerous transitions between types of provision (such as if cyclists can use footways and at the beginning or end of cycle lanes) which make it relatively complex to navigate around the site by cycle and potentially challenging for new cyclists. Where shared-use routes are present, this may encourage more confident and experienced cyclists to travel on the road rather than the pavement. For example, the shared use route to the northern side of Main Drive is uneven and heavily used by pedestrians and therefore less attractive for some cyclists. Shared-use routes also increase the likelihood of pedestrian and cycle interactions, especially within the CBC site where there is likely to be a higher number than usual of disabled, visually impaired and deaf users. An assessment by the Cambridge Cycling Campaign in 2012 commented on the conditions of cycling and walking on site,26 under the following main themes: • Permeability of the site, particularly relating to signage and safety. It was suggested that the one-way system through the site led to longer journey times for cyclists and that shared use paths involved particular hazards; • Cycle parking was overcrowded, with the main entrance, Hutchinsons and Cambridge Institute for Medical Research (CIMR) buildings of particular concern; and • Pedestrian crossings were suggested to all be flush to the pavement to act as a speed restraint for motorists as well as providing easier access for wheelchair users and pushchairs. The Cambridge Cycling Campaign also suggested a potential solution for providing further cycle parking by converting the bottom floor of the patient and visitor multi-story car park into cycle parking. Any such change would require agreement with the operator.
4.1.3. Off-site Interchange Points Individuals walk and cycle to CBC from off-site transport interchange points, such as Cambridge Railway Station, Trumpington Park and Ride and Babraham Park and Ride. Stakeholders identified personal safety concerns about these routes to and from these locations due to inadequate lighting, especially during quieter periods. Segregation of the routes along the Busway from the wider transport network, can mean that during quieter periods, personal safety is a concern for users. Route conditions have been summarised in Table 4-1. Table 4-1 Route Conditions From Off-site Transport Interchange Locations
Off-site Location Route to CBC Route Lighting Usage Surface Condition Cambridge Direct to CBC via Hills Road is a Well-used by Generally good Railway Station Hills Road and well-lit 30mph both pedestrians surface condition, the Busway speed zone and cyclists reflecting the recent interventions
Trumpington Busway track to Some lighting Well used during Surface condition Park and Ride CBC is direct along the track in peak periods with is even and urban areas. people walking to consistent There is a and from the throughout column of lighting Park and Ride busway track. from the station site to Trumpington Park and Ride and also on the Addenbrooke’s spur
26 https://www.camcycle.org.uk/newsletters/100/article5.html
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Off-site Location Route to CBC Route Lighting Usage Surface Condition Babraham Park Direct to CBC via Lighting is Well used during Surface condition and Ride Babraham Road. present along peak periods with is even and Option to enter route with some people walking to consistent site via Red areas with low and from the throughout Cross Lane or lighting levels Park and Ride Babraham Road Ninewells typical of a site although the development. 40mph speed shared Footway on zone footway/cycleway eastern side of is only one side Babraham Road of the road (for with pedestrian the majority of crossing by T- the distance) and junction of narrow in places Babraham Park and Ride Entrance
4.2. Walking and Cycling Catchments While there is an extensive network surrounding the CBC site, it is important to consider how this relates to the ability of people to access the site from different areas of Cambridge. Walking and cycling catchment plans27 are shown in Figure 4-1 and Figure 4-2, which highlight the areas accessible to and from CBC. A distance of 840m is normally considered to be covered on foot in approximately 10 minutes (3mph) and by cycle in approximately three minutes (12mph)28, although walking and cycling speeds do vary for each individual. Journey times and distances would vary depending on the location of a destination within the Campus, but the geographical centre of CBC has been used as a proxy destination for this assessment. Babraham Park and Ride lies within a 2,200m walking catchment (approximately 25 minutes’ walk) and Trumpington Park and Ride and Cambridge Railway Station both lie within a 2,620m walking catchment (approximately 30 minutes’ walk). Stakeholders suggest that some people accessing CBC would be willing to walk for up to 30 minutes, if infrastructure is of good quality. Figure 4-2 shows that most of the City and surrounding areas are within a 7,920m cycling catchment area of CBC (approximately 30 minutes cycle) including four of the Cambridge Park and Ride Sites. The Kings Hedges area is on the 7,920m boundary, in addition to surrounding Cambridgeshire villages like Coton, Haslingfield, Great Shelford and Stow-cum-Quy. Stakeholders have suggested that cyclists in Cambridge are willing to ride for longer distances than is the case elsewhere, which means locations such as Histon, Milton and Sawston are within potential cycling distance. It is likely that cyclists would be willing to travel these greater distances to access CBC, providing that infrastructure is good quality and facilities including cycle parking, lockers and showers are provided at the destination.
27 Catchment plans are based on the highway, cycleway and footpath network. Therefore, there are instances where open fields to the south of CBC do not appear within the catchment area as they are not directly accessible from the transport network. 28 CIHT (April 2015) Planning for Walking. Page 6.
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Figure 4-1 Walking Catchment from CBC
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Figure 4-2 Cycle Catchment from CBC
Shelford Railway Station
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4.3. Bus Services Public transport, in particular bus services, provides a key element of the travel supply across Cambridge. Section 4.3.1 presents information on the number and spatial coverage of the routes that serve CBC, whilst Section 4.3.2 provides data on their reliability as an indicator of performance.
4.3.1. Bus Services Routes Nineteen bus routes serve CBC, as summarised below, although some of these are essentially variants of each other (particularly the service 13 series which are all routes to/via Haverhill). These services vary in terms of route depending on day and time of service. Appendix D contains detailed information on the service days, origins, destinations, routes within CBC, times of first and last buses at CBC, and frequencies. • Service 13; • Service 13A; • Service 13B; • Service 13C; • Service 16A; • Service 18; • Service 26; • Service 31; • Service 114; • Service 132; • Service X13; • Busway A; • Busway R; • Busway U; • Citi 1; • Citi 2; • Citi 7; • Park and Ride 3; and • Park and Ride 4. There are also a number of school services that run during term time. Although the School services wait and park on Robinson Way (both sides) which can cause issues of congestion and safety concerns even if only for a relatively short period of time, these are of less relevance to CBC and are therefore not considered further in this Report. It is noted that these also services do use the bus station, would could restrict an increase in services using the existing infrastructure. A Patient Courtesy Bus is provided by CUH and operates around the site. The demand for this service is currently approximately 75 users a day. Spatial Coverage The approximate routes of services and their start/finish points are shown in Figure 4-3 and Figure 4-4. Figure 4-3 shows that services at CBC originate at a wide range of locations and therefore have the potential to accommodate a wide area of demand. There are, however, gaps in services accessing the site directly from the following locations: • North and North-Eastern Cambridge and Cambridgeshire: Cottenham, Histon, Impington, Ely, Newmarket, Abbey, Fen Ditton; and • Western Cambridge and Cambridgeshire: Girton, Bar Hill, Papworth, St Neots and Huntingdon, which is important given the relocation of Royal Papworth Hospital to CBC in late 2018.
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Nine services that call at CBC originate within the City Centre (Emmanuel Street, Drummer Street and Downing Street). Cambridge and Cambridge North railway stations have bus services that run to and from CBC, including the Park and Ride from Babraham and Busway A, R and U services. However, stakeholders commented that many CGB services are fully occupied inbound from Swavesey in the AM peak period. To summarise, there is a lack of connectivity as follows: • From areas to the west of the City to travel to CBC without having to interchange in the City Centre, although plans to improve connectivity, such as the Western Orbital scheme, are currently being considered (see Section 7.2.11); and • A lack of bus provision to the north east of Cambridge, with only one service stopping at the eastern side of the City and Fen Ditton / Cambridge Airport area that also stop at CBC. Frequencies Of the 20 bus services that currently stop at CBC, seven stop more frequently than every 30 minutes at their most frequent times. However, stakeholders commented that bus services could be improved for those shift patterns that start early or finish late, as the frequency and number of services is significantly lower outside of the peak and inter-peak periods. Operators and Ticketing Most buses that stop at, or close to, CBC are operated by Stagecoach or Whippet. These operators have individual ticketing structures. The only common ticketing options are the busway smartcard29 (in effect a carnet) which can be used on all Stagecoach and Whippet services on the Busway and a PLUSBUS ticket which provides unlimited travel on services run by both operators, which is only sold in conjunction with a rail fare30. Stakeholders have commented that ticketing can be confusing due to the diverse types and prices on offer. Improved ticketing options and promotion of existing options have the potential to enable easier access to CBC by bus, especially when users are required to change services. Bus Stops and Routing Within CBC Bus routing at CBC is complex. Some bus routes call only at the bus station, whilst others serve stops around the campus, with different routes serving different combinations of stops. Figure 4-5 shows that there are nine bus stops (or pairs of bus stops) in CBC (counting the Addenbrooke’s bus station as one stop). It also shows the relationship between bus stop locations on site and walking distances to the centre of CBC. Most of the bus stops are within 840m (approximately 10 minutes’ walk) from the centre of CBC, so most areas of the Campus are within a distance accessible on foot, irrespective of which stops a particular service uses.
29 https://buswaytickets.cambridgeshire.gov.uk/ssp/cambridge/landing_page.jsp 30 http://www.plusbus.info/about-plusbus and http://www.plusbus.info/frequently-asked-questions
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Figure 4-3 Bus Service Origins and Routes that Serve CBC31
31 Information from Traveline and cross checked with https://www.cambridgeshire.gov.uk/residents/travel-roads-and-parking/buses/bus-timetables/
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Figure 4-4 Bus Service Origins and Routes that Serve CBC from Within Cambridge32
32 Information from Traveline and cross checked with https://www.cambridgeshire.gov.uk/residents/travel-roads-and-parking/buses/bus-timetables/ Although the Traveline dataset (as reproduced here) shows route U as using Hills Road between the station and CBC, at the time of writing the actual route is via the busway, as indicated by http://www.go-whippet.co.uk/wp-content/uploads/2017/09/U-map-8-Sept-2017-for-web.pdf and confirmed by site observations.
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Figure 4-5 Bus Stops in the Local Study Area in Relation to Walking Distances
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4.3.2. Bus Service Performance - Real Time Passenger Information The number of services is not the only measure of the quality of travel supply by bus. The performance of the services must also be considered, as any reliability issues are likely to detract from usage. Real Time Passenger Information (RTPI) in Cambridge is a system provided by Vix, which records the time of arrival at each stop, which can be compared to scheduled arrival times. The system provides a summary of the performance of each service in terms of the percentage of buses that are on time. For the dataset provided for this Study, this is defined as a service that arrives at a stop between two minutes early and two minutes late in relation to the scheduled arrival time33. It should also be noted that on high-frequency routes, how often a bus arrives at a stop (known as headways) is generally considered to be more important than the exact time of an arrival. Figure 4-6 shows the RTPI data provided for the main services that enter the CBC site more frequently than once every 30 minutes (the Busway U service is not included as this data is not available). Inbound services travel towards the City Centre, whilst outbound services travel away from the City Centre. The data obtained from CCC was a sample of weekdays in May 2017 and was segmented into time periods as follows: • AM Peak: 07:00-09:59; • Inter-Peak: 10:00-15:59; • PM Peak: 16:00-18:59; and • Off-Peak: 19:00-06:59. Figure 4-6 shows the Average Peak which accounts for the AM and PM peak periods, whilst the ‘off-peak’ shows both inter-peak and off-peak periods. Figure 4-6 Percentage of Services that Arrive On-Time by Direction and Period34
Figure 4-6 shows that typically outbound off-peak services are most punctual. Inbound peak services are typically less reliable, which is likely to be attributable to greater traffic congestion at these times. The Busway A service shows anomalous results as the inbound services are more punctual than outbound services in both time periods, which reflects the benefits realised by the dedicated off-road facilities the Busway provides. The origin of a service will have an impact on the journey time reliability. The further it travels, the more liable it is to deviate from the timetable depending on highway conditions. Therefore, the
33 This varies from the usual benchmark of one minute early and five minutes late as stated in the Practise Direction: Standards for Local Bus Services (2005). 34 Source: Vix data received from CCC.
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levels of reliability shown in Figure 4-6 are not necessarily attributed to congestion or delay directly around or within the CBC site.
4.4. Park and Ride Park and Ride services provide additional public transport options. Of the five Park and Ride sites at Milton, Newmarket Road, Madingley Road, Babraham Road and Trumpington, the latter two sites provide direct access to CBC via Babraham Road and the CGB respectively. Babraham Park and Ride has 1,458 car spaces, and Trumpington Park and Ride has 1,340 car spaces. Both sites have 250 cycle spaces, plus secure cycle lockers. Bus services that operate from these sites were presented in Section 4.3. Park and Ride car park occupancy data collected in 2012 (most recent available data, other than estimates made by CBC as reported in Section 8.4.3) by CCC showed that on a typical weekday, excluding Wednesdays35, Babraham Park and Ride reached a maximum occupancy of 55% and Trumpington Park and Ride reached a maximum occupancy of 79%. Stakeholders commented that queues in to the Park and Ride sites during the AM peak (see Section 4.6.1 below) could discourage use and have impacts on congestion on the wider network. This also has an impact on the overall journey time for users of the Park and Ride site as they wait to park their cars and hence impact on the attractiveness of this mode of travel.
4.5. Cambridge Station Rail Services and Connections to CBC Cambridge Railway Station is located approximately 3km north of CBC. While not providing direct rail connectivity to the CBC site currently, there is still potential for rail journeys to be made from further afield before switching mode for the final access to the site. Stakeholders commented that the station is not convenient for access to CBC, as it requires an additional journey by bus or cycle to the destination.
4.5.1. Rail Services Cambridge Railway Station has trains from London King’s Cross and London Liverpool Street via Stevenage or Bishops Stortford that arrive, on average, every 15 minutes during peak times. There are also direct services from Peterborough, Norwich, Ipswich, Stansted and King’s Lynn. These services mean that within the Wider Study Area, access by rail is available from key towns such as Royston, Ely and Newmarket.
4.5.2. Connections from CBC Table 4-2 shows the access times between Cambridge Railway Station and CBC by the main five bus services. Access is also possible on foot (approximately 30 minutes) and cycle (approximately 15 minutes).
35 Wednesdays are late night shopping days in Cambridge and therefore this weekday was excluded from the analysis.
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Table 4-2 Approximate Peak Travel Time to Cambridge Rail Station from CBC
Service Typical Scheduled Time Taken Recorded Average Time Taken to Travel to Cambridge Railway to Travel to Cambridge Railway Station (mins) (Timetable)36 Station (mins) (Vix) Universal (U) 16 Not available
Babraham Park and Ride 6 9
The Busway Route A 14 17
Citi 1 12 11
Citi 7 10 9
Table 4-2 shows observed bus journey times between CBC and Cambridge Railway Station are between 9 and 17 minutes compared to the schedules times of between 6 and 16 minutes. There is some deviation between scheduled run time and actual run time, with variations of 3 minutes on average for the Busway Route A and the Babraham Park and Ride service. It is likely that the reason for delays to the Busway A service is congestion or delays at stops within the CBC site as between the CBC and Cambridge Station, the service runs on the CGB.
4.6. Local Highway Network The local highway network surrounds the CBC site and provides connections to the wider strategic transport network via the M11, as well as local connectivity. CBC can be accessed in four locations from the local highway network, as shown in Figure 4-7: • From the north, there are two entrances on Long Road which provide the predominant access points from Cambridge; • To the east, Main Drive is utilised for the Addenbrooke’s bus station and is the start of the one- way traffic system within the site; and • To the south west, Addenbrooke’s Road is the closest access route from M11 Junction 11.
36 Bus journey times taken from timetabled found on the CCC website: https://www.cambridgeshire.gov.uk/residents/travel-roads-and-parking/buses/bus-timetables/
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Figure 4-7 CBC Access Point to Local Highway Network by Motor Vehicle
Long Road
Hills Road
Addenbrooke’s Road
It is imperative that Emergency Vehicles have priority access to the site above all other users, since congestion on the road network has the potential to hamper access. Therefore, reducing vehicle trips could improve access for Emergency Vehicles.
4.6.1. Local Highway Network Performance To assess the performance of the highway network in the area, TrafficMaster data, a GPS sourced dataset that tracks vehicle speeds37, has been used. The data is published annually, with the most recent being 2016 data. The data is shown in Figure 4-8 (Weekday AM Peak) and Figure 4-9 (Weekday PM Peak) and highlights the performance of the local highway network as an average over the three-hour peak period. Site visit findings confirm that the data are representative of the existing situation. Figure 4-8 shows that: • Vehicles travelling from the M11 onto Addenbrooke’s Road tend to experience speeds of under 10mph, indicating congested conditions, before speeding up to above 30mph entering CBC from the south east; • Babraham Road from the south experiences delays; and • The M11 southbound off-slip is, on average, travelling between 10-20mph which suggests that there is some congestion during the AM peak period.
37 It should be noted that TrafficMaster data shows average speed as opposed to congestion. Congestion can, however, be inferred from the average speed compared to the speed that would be anticipated under free-flow conditions.
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Figure 4-9 shows the patterns in the PM peak typically mirror the AM peak traffic speeds, but in the opposite direction. Notable points of congestion include: • Addenbrooke’s Road westbound towards M11 Junction 11; and • Robinson Way and other roads within CBC
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Figure 4-8 TrafficMaster Data – Weekday AM Peak (07:00-10:00)
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Figure 4-9 TrafficMaster Data - Weekday PM Peak (17:00 – 18:00)
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4.6.2. Accident Records It is important to consider the network performance in terms of risk for road users, including motorised and non-motorised users. Accident data has been acquired from CCC, covering all reported injury-causing road accidents between January 2012 and May 2017. This is presented in Figure 4-10 for all accidents and Figure 4-11 for those involving cycles. The accident catchment area has been defined to encompass local roads and junctions which are either close to CBC or a key access route to it. Figure 4-10 shows that within the specified accident catchment area and timeframe: • A total of 153 accidents were recorded; • 23 were recorded as involving serious injury; • 130 were recorded as involving slight injury; and • No fatal accidents were recorded. The accident data highlights six hotspots, of which three are close to the CBC Hills Road Entrance. The remaining hotspots on Trumpington Road are less specifically relevant to traffic accessing CBC and have therefore been excluded from any further analysis. Figure 4-11 shows cycle accident hotspots at: • Main Drive/Babraham Road roundabout; • Long Road/Queen Edith’s Way junction; and • Queen Edith’s Way/Fendon Road roundabout. Considering the level of cycling in the area, this scale could be expected and is consistent with other data received within Cambridge City. All three hotspots attributable to CBC traffic have been or are being reviewed, as follows: • Hills Road/Addenbrooke’s Roundabout: This junction was amended in 2017 to provide safer road conditions for cyclists; • Queen Edith’s Way/Hills Road/Long Road Junction: This junction was amended in 2017 as part of the Cross City Cycling GCP project as noted in Section 4.1.1 above; and • Queen Edith’s Way/Fendon Road Roundabout: CCC cycling officers are currently looking at options for improving this junctions for cyclists and are due to consult on proposals in early 2018.
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Figure 4-10 Summary of Accidents According to Severity (2012-2017)38
38 Data obtained from CCC Business Intelligence Team using STATS19 Police Collision Record Data (2017)
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Figure 4-11 Summary of Accidents Involving a Cycle (2012-2017)39
39 Data obtained from CCC Business Intelligence Team using STATS19 Police Collision Record Data (2017)
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4.7. Existing CBC Car and Cycle Parking To consider the full travel supply from journey start to end, it is important to understand the provision of parking on site. The quantity of parking is described in Section 4.7.1 and the utilisation of parking on the Campus in Section 4.7.2. The locations of the car and cycle parking are shown on the site map in Appendix E of this Report.
4.7.1. Existing Parking Provision Car Parking Supply The current number of car parking spaces within CBC is presented in Table 4-3. Data received from CBC, collated in October 2017, identifies 4,950 formal car parking spaces within the Campus. Table 4-3 Existing Car Parking Spaces Within CBC40
Location Spaces CR-UK Multi-storey Car Park 1,259
Car Park 2 Multi-storey 1,222
NCP Multi-storey Car Park 1,114
Car Park S 270
Car Park H 173
Long Road College 135
MRC LMB Staff Car Park 121
Forvie East Car Park 104
Forvie West Car Park 81
MRC LMB Visitor Car Park 53
University Technical College 50
Blood Donor Centre Car Park V2 50
Contractors Car Park K1 41
Main Drive North Car Park T2 32
Car Park A 21
Ambulance Station Car Park V3 20
Bright Horizons Nurseries 19
Outpatients Car Park T1 18
Hutchinson MRC Building Car Park U1 17
Residences BD Car Park 17
Dialysis Parking Car Park K4 16
By Rosie Maternity (Area 1) 16
Oasis Centre Car Park K3 15
40 Data provided by CBC in January 2018
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Location Spaces Under Management Suites Car Park M1 14
Wellcome Trust MRC Car Park U3 11
Rear Entrance Parking 11
Residence LMN Car Park 10
Main Drive South Car Park T3 10
Main Entrance Driveway Parking 9
Onology Car Park 8
By Rosie Maternity (Area 2) 8
Clifford Abbott Building Car Park U2 5
Total 4,950
Cambridge University Hospital Staff Car Parking Policy CUH has needs-based eligibility criteria for staff car parking. Staff who do not fit within the criteria may have a reduced opportunity to park on-site or may be refused access to parking within core hours. All staff that are eligible to access staff parking on-site are charged the daily rate of £2.80 (2017/18). Those who do not meet the criteria for staff parking on site may still drive and pay the full visitor cost to park on-site or use Park and Ride or nearby residential streets. Other employers may operate their own individual policies, but this data was not available. Cycle Parking CUH has also recorded the number of cycle parking spaces within the Campus, which is presented in Table 4-4. This covers formal parking spaces, such as cycle stands. Table 4-4 Existing Cycle Parking Spaces Within CBC41
Location Spaces MRC LMB 380
CRUK 262
Front Entrance 236
Rear Hospital Entrance Area 230
Clifford Allbutt 230
Hutchinson 230
Near Rosie 202
Secure Richard Howe 190
Forvie Site 186
Residences Richard Howe 176
Main Drive Outpatients 150
Near Bus Station 120
41 Information provided by CBC.
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Location Spaces Car Park 2 92
Between Clinical School and Wellcome Trust 90
ATC 70
Car Park H 60
Blood Donor Site 57
Oncology 12
Total 2,973
4.7.2. Existing Parking Utilisation Car Parking Utilisation A car park occupancy survey was undertaken on Thursday 12th October 2017, with occupancies recorded at 06:00, 10:00, 14:00 and 21:00. At the time of highest occupancy, 15 of the 38 car parks were operating at over 100% capacity, with informal parking outside marked bays or vehicles waiting for spaces to become available. This suggests that the demand for these locations is not managed closely. A further five sites were operating between 90% and 100% capacity. A car park occupancy of above 90% is likely to discourage parking in these locations, as users are required to search for a space. The sites operating at or near capacity were typically those with a lower number of spaces (less than 20). These car parks are typically more central within the site or dedicated to the adjacent building. This suggests that visitors or staff are not aware of the other parking options available to them, or are not able or willing to walk from car parks further away. A total of 198 vehicles were recorded as parking informally on site, either on-street or within the construction compounds. At the time of highest occupancy, a total of 617 spaces were available within the site, with a substantial proportion of these (237) in Car Park 1 (NCP) pay on foot car park. The total occupancy of the CBC site on the day of the survey was 87.5%. Should all those vehicles parked informally or on-street within the site park in formal car parks, the remaining spaces would be reduced to 419. The CBC Travel Survey (201642) estimates that an additional 1,106 individuals park their cars on- street outside of CBC43. This means that demand for car parking on-site is currently significantly over-capacity. On-site observations confirm that the smaller car parks were full, as well as residential streets surrounding CBC. Stakeholders commented that residential areas are seeing increasing levels of tidal traffic during the peak hours, potentially because of vehicles searching for a space to park or rat-running to avoid congestion on main routes. Car Parking on Residential Streets An on-street residential parking Study was undertaken by Mott MacDonald in April and May 201644 in six areas of Cambridge. Zone 5 included residential streets to the north, east and north west of CBC, as shown in Figure 4-12. The Study compared the number of vehicles parked overnight, assumed to be residents parking, against the number parked in the daytime. The results are summarised in Table 4-5.
42 Corresponding data for 2017 is not available. 43 It is recognised that there is scope for error in this value due to data collection methods. However, an alternative data source is not available for the purposes of this Study. 44 https://citydeal- live.storage.googleapis.com/upload/www.greatercambridge.org.uk/transport/transport- projects/Cambridge%20On-Street%20Residential%20Parking%20Study.pdf
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Figure 4-12 CPZ Zone 5 Study Area45
45 CCC (2016) Cambridge On-Street Residential Parking Study. Pg3.
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Table 4-5 Summary of Results for Zone 546
Time Period Average Proportion of Additional Findings of relevance to CBC Occupancy Parking Demand Level (Zone Estimated to be 5) Non-Residential (Zone 5 as a whole) 05:30 31% 0% None.
10:00 – 53% 69% Occupancy exceeds capacity on roads 12:00 south of Mill Road including Red Cross Lane. 71% increase in occupancy, compared to 05:30, particularly east of Nightingale Recreation Ground and east of Homerton College. 76% - 100% non-residential parking on streets in the immediate vicinity of CBC (Fig 3.5 of the CPZ Report).
14:00 – 48% 67% Red Cross Lane – 165% occupancy. 16:00 76%-100% non-residential parking on other streets in the immediate vicinity of CBC (Fig 3.6 of the CPZ Report).
18:00 – 33% 44% 76%-100% non-residential parking on 20:00 streets to the east of CBC (Fig 3.7 of the CPZ Report).
Table 4-5 shows that the streets surrounding CBC are dominated by non-residential parking during the morning and afternoon periods, particularly on Red Cross Lane, roads to the east of Nightingale Avenue and roads north of Queen Edith’s Way, where up to 100% of parked vehicles were non- residential at these times. Car Parking Summary There are a number of well used car parks which are full, however, there is space available elsewhere on site. The levels of informal parking on site and neighbouring residential streets indicate that many people are preferring to park informally or off-site rather than use those available spaces on site. Further study would be required to understand the reasons why people do not park in the spaces that are available on-site and choose to park in the neighbouring residential streets. These reasons could include: • Being unsure that a space will be available on-site; • Cost of on-site parking; • Car parks near users end location being full, therefore alternatives are less desirable than on- street; • Not eligible for on-site parking because of employer parking policies; • Congestion accessing the site and/or car parks on arrival; or • Congestion leaving the site on departure.
46 https://citydeal- live.storage.googleapis.com/upload/www.greatercambridge.org.uk/transport/transport- projects/Cambridge%20On-Street%20Residential%20Parking%20Study.pdf
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Further understanding of the reasons people do not choose to use available parking on site would help to target any measures to reduce the level of off-site parking and understand where further modal shift away from private car may also be encouraged. Cycle Parking Utilisation Figure 4-13 summarises the CUH assessment of the current utilisation of cycle parking on-site. Out of the 19 locations, 11 had more cycles parked than spaces provided. In total, there were 3,151 cycles parked in 2,973 spaces, indicating that cycle parking is currently over-capacity. This is also echoed in the findings of the Cambridge Cycling Campaign referenced in Section 4.1. Some cycle parking locations are over capacity, whilst some are under capacity. This suggests that demand in the busiest parts of the site is significantly outweighing capacity and that spaces are not necessarily provided in the right places. There are significant levels of informal parking around the Campus, as observed during the site visit. This informal parking is included in the utilisation data reported above47. Discussions with CBC have highlighted that an existing bike clearing scheme is in place that removed cycles that are deemed to be abandoned on a quarterly / biannual basis in order to clear space for new cycles and increase the attractiveness of the parking locations.
47 The data in Figure 4-13 includes cycles that are parked informally around formal areas of cycle parking. In addition, some cycles were observed to park informally elsewhere on Campus. These are not included within the totals shown in Figure 4-13.
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Figure 4-13 Cycle Parking Performance (data provided by CBC (2017))
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4.8. Summary This Chapter summarises the existing transport supply in and around CBC. It shows that access to the site is required by a wide range of people via a variety of modes. There is an extensive pedestrian and cycle network near and within CBC. On and off-road provision for cyclists is provided from key transport interchanges including Cambridge Rail Station and local Park and Ride sites. Walking is also possible from these locations to the CBC site within 30 minutes. Much of the City is reachable in 30 minutes by cycle. On-site footways and cycle routes are often inconsistent, with some segregated and some shared-use. Inconsistences in provision, coupled with over-capacity cycle parking, could discourage users from cycling. A range of bus services access the CBC site, but gaps have been identified to the north, north east and west, including Papworth. Most bus services travel from or through the City Centre to access CBC which affects reliability and journey time. Stakeholders commented that reliability, as well as frequency and coordination with shift patterns, are key issues for the attractiveness of bus services. Both Babraham and Trumpington Park and Ride sites provide direct services to CBC and are well used. Walking and cycling from the sites to CBC is popular. Stakeholders suggested that congestion on the entrance to the Park and Ride sites and high levels of parking occupancy could deter more motorists from using these sites. A direct rail connection is not provided to CBC, but Cambridge Railway Station is accessible within 30 minutes by foot and 20 minutes by cycle and bus. Stakeholders have commented that the need for an additional journey leg between the station and CBC is likely to discourage users. Bus services between the two locations are also considered to be unreliable, taking between 9 and 17 minutes to make the 3km journey (see Table 4-2). The highway network surrounding CBC is congested during the AM and PM peak periods, with Addenbrooke’s Road and Babraham Road experiencing low travel speeds. Accident data for key access routes to the site show three accident hotspots. However, these have subsequently had, or are planned to have, improvements by CCC, particularly aimed at improving safety for cyclists. Car parking is provided on-site with 4,950 spaces for staff, patients and visitors. Staff parking is allocated based on individual circumstances and patient/visitor parking is available in dedicated locations. A recent survey showed that occupancy across the whole CBC site was 87.5%, but most of the available spaces were in visitor car parks. Significant on-street parking in residential areas is also known to take place, therefore total parking demand for the site extends further than the boundaries of CBC and exceeds the levels of current parking provision on site. Cycle parking within CBC is over capacity with 3,151 cycles parked in formal locations on a site that provides 2,973 spaces. This was echoed by site observations which showed that many additional cycles were chained informally to trees and railings across the site. In summary, that there is limited capacity for vehicular traffic both on the approaches to the site during the peak hours and within the car parks and adjacent residential streets in terms of parking. To encourage use of sustainable modes, coverage and reliability of bus services should be addressed. In addition, measures to improve the perception of safety for cyclists and pedestrians, particularly travelling to and from Park and Ride sites and increases to the volume of cycle parking should be considered.
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5. Existing Travel Demand
This Chapter identifies the existing travel demand for the Campus in terms of car usage, walking, cycling and public transport. Identifying how, why and from where people are accessing CBC will mean that gaps between the supply and demand can be recognised. CBC is used for several purposes, including, but not limited to: • General healthcare and emergency care at Addenbrooke’s Hospital; • Neo and Post-natal care at The Rosie Hospital; • Educational facilities at the UoC; • Research facilities including AstraZeneca, MRC LMB, CRUK, GlaxoSmithKline and Abcam; and • Specialist healthcare at the facilities being relocated from the Royal Papworth Hospital. With many different uses of the site, there is a diverse range of people that will access CBC. Five questions are posed to help present the existing travel demand to the site: • How many people are travelling to CBC? (Section 5.1); • Where are people travelling from? (Section 5.2); • How do people travel to CBC? (Section 5.3); • For what purposes do people travel to CBC? (Section 5.4); • What is the impact on air quality? (Section 5.5); and • Some supporting data is reported in Section 5.6. To answer these questions, the data sources presented in Chapter 2 have been analysed and summarised below. Where multiple data sources exist to answer the same question, they have been compared to present a consistent message, with the most recent data presented in this Report.
5.1. How Many People are Travelling to CBC? The first question outlines the volume of people that are accessing the site. This is a key consideration to understand the total volume of transport provision that would be required and to enable a gap analysis to be undertaken. There is no up to date complete cordon count that covers all modes of travel to CBC. The data used to answer this question are: • Census 2011 journey to work data, which tell us about staff travel volumes (Section 5.1.1); and • The daily patient and visitor total, reported in the 2015 Access to Addenbrooke’s Modal Choice (Section 5.1.2).
5.1.1. Census 2011 Journey to Work Data This data presents the number of people travelling to the site for work purposes on a given day. This data has been analysed to show how many people are travelling to the two Lower Level Output Areas (OA) within which CBC lies (E01017993/E01017995)48 (Figure 5-1). These two OAs are the closest match which the census geography has to the CBC. Some other employment locations including Long Road Sixth Form College and Netherhall School are also within these two OAs and the figures presented below therefore include employees at those locations.
48 All of CBC lies within these OAs, but a number of other employment centres are also contained within the areas and have therefore been included in this analysis.
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Figure 5-1 CBC Output Area Boundaries
There are 12,370 people that travel to the two OA’s shown in Figure 5-1 from the Wider Study Area as their usual workplace and 13,552 people travel from anywhere in the UK as their usual workplace. Therefore 92.6% of journey to work trips to the site are captured within the Wider Study Area.
These figures do not exactly represent current total daily staff travel to CBC, because: • They include some other employment sites, as noted above; • Not everyone will travel on a particular day, even on a weekday (particularly for 24/7 hospital services); and • Growth since 2011 is not reflected in these figures. Staff Numbers Staff postcodes have been provided by CUH for all staff recorded as working on the site as summarised in Figure 5-2, disaggregated by staff group.
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Table 5-1 Staff Totals by Groups According to Postcode Records
Staff Group Total Professional, Scientific and Technical 475
Clinal Services 3,845
Administrative and Clerical 4,578
Allied Health Professionals 727
Estates and Ancillary 338
Healthcare Scientists 552
Medical and Dental 2,856
Nursing and Midwifery Registered 7,323
Students 526
Total 21,220
This shows that there are a total of 21,220 staff that are recorded as working on the CBC site. This figure does not imply that these members of staff travel to CBC every day. Some may work at home or in another location or some may travel to CBC infrequently. Therefore, the number of staff travelling daily to CBC is likely to be in between the two numbers presented above (13,552 – 21,220). Data provided by CBC has indicated that 17,250 staff work on-site which is considered to be a more realistic value between these two numbers.
5.1.2. Patient and Visitor Numbers While staff travel is clearly a large element of the travel demand to the site, a site such as CBC is varied in use and has a considerable proportion of non-employee trips. The 2015 Access to Addenbrooke’s Modal Choice states that 14,500 patients and visitors access the site per day, although no further details are given on the composition of this figure.
5.1.3. Summary • A total of 13,552 people were recorded in the 2011 Census as travelling to the CBC site for work. Of these, 92.6% reside within the Wider Study Area; • Staff numbers exceed this, with 21,220 staff recorded as working on the CUH site. However, not all of these staff members would travel to the site on a regular or daily basis; • CBC have provided a staff figure of 17,250 for those working on-site; and • the 2015 Access to Addenbrooke’s Modal Choice states that 14,500 patients and visitors access the site per day.
5.2. Where are People Travelling From? While the total volume of people accessing the site is an important consideration, understanding the distribution of those users is required to show where on the transport network geographically may be under pressure or require improvement in the future. The data used to answer this question are: • Staff and patient postcodes (Section 5.2.1); • Census Journey to Work data (Section 5.2.2); and • Roadside interview data (Section 5.2.3).
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5.2.1. Staff and Patient Postcode Information Staff Figure 5-2 shows most staff live within the Wider Study Area, with the majority living within Cambridge, Haverhill or East Cambridgeshire. Very few live to the north west. This may in part be due to Hinchingbrooke Hospital being more accessible to those living in Huntingdon or St Ives and Peterborough City Hospital being more accessible to those living north of Ely. However, given the wide range of employment on the CBC site, this gap is still surprising. Figure 5-2 reinforces the importance of the Cambridge-Haverhill corridor for staff travelling from Haverhill and those travelling from Saffron Walden and North Essex. The distribution of staff is fairly widespread across the region which suggests that there is a willingness to travel considerable distances (e.g. King’s Lynn, Norwich, Colchester, Ipswich) for employees of the site. This may be due to the specialist facilities and services available at CBC and general changes in working patterns nationally, as more people are able to work remotely and from home. That said, there are concentrations of staff in the following locations: • 365 members of staff live in the CB1 (central Cambridge) postcode district; • 197 members of staff live in the CB2 (south west Cambridge) postcode district; • 329 members of staff live in the CB3 (north Cambridge) postcode district; and • 1,403 members of staff live in the CB9 (Haverhill) postcode district. Patients Figure 5-3 shows the distribution of patients using data supplied by CBC. Patients are widely distributed around the East of England, with clusters of patients coming from Cambridgeshire and North Essex. This can be summarised as follows: • The largest number of patients originate from: - Cambridge; - Haverhill; and - East Cambridgeshire; • Significantly fewer patients originate from north of St Neots and Huntingdon. This gap could be attributed to Bedford and Hinchingbrooke hospitals being closer.
5.2.2. Census 2011 Journey to Work Data Figure 5-4 shows the level of demand recorded in the Census for Journey to Work to the MSOA level that contains CBC from within the Wider Study Area. The MSOAs that have less than 50 people travelling to the CBC OA have not been included. The Census data shows similar patterns to the Staff Survey in that the largest concentration of staff live in and around Cambridge and in Haverhill, with lower numbers further north. The OA level for CBC also encompasses other employment sites, such as Long Road Sixth Form and University Technical College (UTC) Cambridge. It was not possible to exclude the educational facilities from this part of the analysis due to privacy restrictions associated with Census data.
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Figure 5-2 Staff Origins by Postcode Area Obtained from CBC49
49 Postcode boundaries used within Figure 5-2 and Figure 5-3 are 2014 boundaries which may have been altered since
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Figure 5-3 Patient Origins by Postcode Area Obtained from CBC50
50 Postcode boundaries used within Figure 5-2 and Figure 5-3 are 2014 boundaries which may have been altered since
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Figure 5-4 Census Journey to Work Data - Study Area Wide51
CBC
51 MSOAs with less than 50 trips have been excluded
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5.2.3. Road Side Interview Data RSI data provides information on where an individual is going to, coming from and for what purpose they are travelling by private vehicle. Overall Distribution of Origins Figure 5-5 shows the distribution of trip origins for those interviewed travelling to CBC. A large number of trips are listed as ‘other’, and are most likely related to a medical appointment at CBC. Figure 5-5 All Travel Purpose Trips to CBC by vehicle (RSI data)52
52 Road Side Interviews conducted by CCC and Highways England (2013).
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Travel from Haverhill is predominantly work-related, whereas trips from some areas, such as Ely, are predominantly ‘other’ (medical appointment) related travel. Those interviewed mainly came from East Anglia, although there were some coming from further afield which generally were non-work- related trips. This corelates well with the data presented in previous Sections. Direction of Origin Versus Direction of Approach to CBC Table 5-2 shows, for geographical sectors radiating from Cambridge, interviewees’ home locations and the directions from which they accessed CBC (based on the locations where they were interviewed). Figure 5-6 also presents the direction of access. Table 5-2 Direction of Origin for CBC Staff in Relation to the Campus (RSI data)53
Direction in Relation to CBC Percentage with origin in this Percentage accessing direction CBC from this direction North West 32% 4%
North East 22% 8%
South West 22% 48%
South East 24% 40% Example: 32% of interviewees lived to the north-west of CBC, but only 4% of interviewees were accessing CBC from this direction Figure 5-6 Direction of Staff Access to CBC by Vehicle (RSI data)54
Interviewees (i.e. staff who travel by vehicle and are captured by the RSI) are relatively evenly split in terms of direction of origin, but the direction of access is heavily biased towards the south. Figure 5-6 indicates that the main corridors used by staff vehicles to access CBC are Addenbrooke’s Road and Babraham Road, which suggests that staff are travelling around Cambridge to enter the site from the southern side. Those travelling from the north west are travelling south via the M11 to enter the site on Addenbrooke’s Road, with staff travelling from the
53 Road Side Interviews conducted by CCC and Highways England (2013). 54 Road Side Interviews conducted by CCC and Highways England (2013).
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north east either travel south via the A14 westbound and M11 southbound or via the A10 then turning north onto the A1307. Figure 5-7 presents the direction of travel of patients (personal business and other purposes). As with the employee distribution, there is a heavy bias to the south of CBC. Although the trips originate from a much wider area, the route that is used to ultimately access the site is still biased to the south. This means that the likely future pinch points would continue to be Addenbrooke’s Road and Babraham Road. In terms of the wider highway network, TrafficMaster data has shown that Cambridge City Centre and ring road experience slow travel speeds in peak periods (Section 4.6.1). The congestion in the City is likely to be the reason for the heavy use of southern entrances. TrafficMaster data also shows that access points to CBC from the south are heavily congested. However, there is no other option, if not using the City Centre, to access the site. Figure 5-7 Direction of Patient Access to CBC by Vehicle (RSI data)55
5.2.4. Summary • The majority of staff live within Cambridge, Haverhill and the East Cambridge area; • Patients and visitors have a much wider and more even spread of origins to the CBC; and • While the distribution of both staff and visitor origins is fairly even around CBC, access to the site by car is predominately from the south, indicating people travel around as opposed to through the City Centre.
5.3. How do People Travel to CBC? To present the full picture of travel patterns to CBC, it is important to understand the mode of travel used by those accessing the site, as well as their geographical location and volumes. This Section presents data on mode share and specific information relating to different modes of travel to the site. The data used to answer this question are:
55 Road Side Interviews conducted by CCC and Highways England (2013).
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• Patient and staff mode share information, from the 2015 Access to Addenbrooke’s Modal Choice (Section 5.3.1); • Visitor mode share information, from face-to-face surveys (Section 5.3.2); • Pedestrian and cyclist cordon counts (Section 5.3.3); • Bus boarding and alighting survey data (Section 5.3.4); and • Road traffic counts (Section 5.3.5).
5.3.1. Patient and Staff Mode Share CBC obtained information on the mode of transport for both staff and patients, as shown in Figure 5-8. Rail travel is not included, as it was considered that other modes would be used to travel to CBC from the station. Given that the number of patients and staff at the site are of the same order of magnitude, comparison of mode share percentages will give an indication as to the actual volume of trips by each user group by mode. Patient mode share is heavily biased towards single or multiple occupancy car (86% in total). This is likely to be due to some patients having mobility constraints, as well as being less likely to be making regular trips to the site and as such are more likely to use their car to access the site. Staff mode share is relatively evenly split between cycle, single occupancy car and bus trips, with walking trips making up a lower percentage despite a large proportion of staff living locally to the Campus (as identified through Postcode and Census Journey to Work data). Some CBC employees work shifts with early starts and/or late finishes, so walking may not be considered suitable. Further work to understand the current patterns and modes of travel for these local staff members would enable the derivation of more specific interventions targeting towards this user group. Cycling accounts for 33% of staff travel, with bus use constituting 28% of travel. This is a high percentage for public transport, however this does also include Park and Ride use. This also implies that there is a willingness to use public transport which could be encouraged further to reduce private car usage. Finally, 35% of staff use the car, which is likely to mostly represent those travelling from outside of Cambridge or those who have shift patterns that run into the night.
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Figure 5-8 Existing Mode Share (Data provided by CBC)
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5.3.2. Visitor Mode Share Visitor mode share has been derived from the CBC Interview Surveys conducted in October 2017, when 140 visitors were interviewed. In this survey, visitors included those that accompany patients, those that accompany staff and those that are visiting the shops within the site. Figure 5-9 shows the visitor mode share based on the October 2017 surveys. Car has the highest mode share, at 49%. Walking mode share is also higher than for staff and patients. Visitors included in this category cover those who are visiting the shops on-site therefore these people may be travelling from nearby residential areas, colleges or business and would therefore be more likely to walk the shorter distances. Figure 5-9 Visitor Mode Share56
5.3.3. Pedestrian and Cycle Volumes CBC identified pedestrian and cycle numbers travelling into the site, presented in Table 5-3. Table 5-3 Pedestrian and Cycle Inbound Trips to CBC57
Pedestrian Cyclists Total 3,820 4,779 8,599
The CBC Survey (2016) found that there was a peak in arrivals between 07:00 and 10:00 at the site, with a peak in departures between 16:00 and 19:00. The majority of inbound pedestrian and cycle trips enter from the following entry points: • Main Drive (~1,150 trips);
56 CBC Interview Survey – October 2017 57 Data Provided by CBC
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• Cut through via Car Park H (~1,150 trips); • Robinson Way (~1,200 trips); • Guided Busway Path (1,100 trips); and • Car Park A (~1,100 trips). The results suggest that the Adrian Way and Addenbrooke’s Road entrances are not as well used, which could be due to a number of factors, including, but not limited to: • The proximity of workplace to the entrance which may affect overall journey time and ease of access to place of work/appointment, especially when considering current and ongoing construction works traffic; and • Quicker and more direct alternative entrances such as Hills Road and Robinson Way.
5.3.4. Bus Patronage Volumes Data has been provided by CBC which summarises the number of bus users alighting and boarding within the Campus58, although it does not present occupancy of the services as they enter or leave the site. Data was collected on Thursday 12th October 2017 for services arriving at and departing CBC between 06:00 and 21:00. A total of 8,551 bus trips (4,313 alighting) were made to or from CBC over the period of the survey, with 55% of these to or from the Addenbrooke’s Bus Station stops. Bus trips are spread relatively evenly across the survey period, nevertheless there are still peak hours of 08:00 to 09:00 and 16:00 to 17:00, encompassing 13% and 11% of the daily trips respectively. Figure 5-10 shows the number of passengers alighting and boarding at the main stops within CBC during the peak hours for bus travel.
58 Counts were undertaken at Addenbrooke’s Bus Station, Robinson Way, Dame Mary Archer Way, Main Drive, Puddicombe Way, Francis Crick Avenue and the CBC Extension Construction Site.
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Figure 5-10 Bus Boarding and Alighting Data - CBC59
59 Survey Data provided by CBC. Locations of bus stops on this plan are indicative
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Figure 5-10 shows that most trips during the peak periods use the Addenbrooke’s Bus Station with lower levels of trips using other stops within the site. This suggests that the main bus station is a suitable walking distance for bus users to access their destination or the services that the majority of passengers’ use do not traverse the CBC site. This is worthy of further investigation to identify the implications of this for future bus routing through Campus and the potential for a central bus station. Data was also provided as to which service passengers were alighting or boarding. Figure 5-11 shows the level of patronage to CBC by service and direction over the day and Figure 5-12 shows the level of patronage from CBC. Bus services shown are those with 100 or more trips per day to or from CBC. Figure 5-11 shows that approximately 2,200 bus trips to CBC originated from within the City Centre or further north e.g. Waterbeach or St Ives. The Park and Ride sites generate a significant number of bus trips, with 1,000 from Trumpington and 300 from Babraham. The Park and Rides at Babraham and Trumpington are also used by those who park and walk or cycle, therefore demand for parking at the site is greater than these figures. Figure 5-12 shows that approximately 2,800 bus trips from CBC have destinations within the City Centre or further north, with 600 bus trips made to the Park and Ride sites. A large proportion of the bus services and trips on them travel through the City Centre, irrespective of their ultimate origin and destination. The inbound and outbound trips to and from the City Centre are not balanced, with a greater number of trips leaving CBC to travel towards the City Centre. This could be due to several factors, including people travelling to the City after work for personal business, or some people making longer distance business trips via Cambridge Rail station. Shift patterns may also mean that both legs of the journey may not have been made within the survey time period. Stakeholders have commented that most of the bus services travelling to CBC in the AM and PM peak periods are full, with specific reference to the Babraham Park and Ride service (southbound) being full in the PM peak when it arrives at CBC. This means that further modal shift will be difficult to achieve with the current level of service provision. Stakeholders noted that the CGB services are fully occupied from Swavesey (north of Cambridge) and therefore individuals travelling into the City to get to CBC from points inwards of Swavesey on the busway cannot always board the first bus from their stop.
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Figure 5-11 Bus Trips Alighting at CBC by service and direction60
60 CBC Bus Boarding and Alighting Survey (Oct 2017) (note: routes with less than 100 trips across the day have been excluded)
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Figure 5-12 Bus Trips Originating at CBC61
5.3.5. Highway Traffic Volumes Highway demand to the site has been captured through surveys of the number of vehicles at key locations on the highway network. Figure 5-13 presents traffic count data which was collected on Thursday 12th October 2017 for roads used to access CBC. This is for indication of volume only and does not reflect capacity. Further analysis, including modelling, would be required to determine detailed levels of capacity analysis, however the TrafficMaster data (Section 4.6.1) does give an indication as to where congestion is present.
61 CBC Bus Boarding and Alighting Survey (Oct 2017) (note: routes with less than 100 trips across the day have been excluded)
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Figure 5-13 CBC Traffic Flows (08:00 - 09:00 and 17:00 - 18:00 in Vehicles)62
62 Data provided by CBC
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Figure 5-13 shows that during the peak hours, Hills Road and Addenbrooke’s Road are the most heavily used access points, with 827 vehicles accessing the site via Addenbrooke’s Road during the AM peak and 640 departing in the PM Peak. Hills Road has 663 vehicles inbound in the AM peak and 590 vehicles outbound in the PM Peak. Over the course of the survey period (06:00 – 21:00), 15,569 vehicles entered the CBC site via the entrances shown in Figure 5-13. Using occupancy data provided by CBC (also from Thursday 12th October 2017 Survey), this equates to 28,475 person trips (excluding those travelling on buses). Rat Running An assessment of rat running was conducted at the main entrances to CBC on Thursday 12th October 2017. Data was collected between 09:30 and 11:30, 11:30 and 13:30 and 16:30 and 18:30. It found that there is a significant level of traffic between Hills Road and Addenbrookes Road throughout the day, with approximately 1,680 vehicles travelling between the two entrances in under 10 minutes. It is recognised that vehicles travelling through the site could be dropping off a member of staff, patient or visitor. As well as rat-running through the CBC site, stakeholders suggested that surrounding residential routes are experiencing increasingly heavy tidal flow, potentially because of rat-running or the process of searching for a space to park.
5.3.6. Summary • Car mode share for Staff is lower than that for Patients, with Staff having high bus and cycle usage; • Patient mode share is dominated by car, both single and multiple occupancy; • There is very limited walking to the site by Staff and Patients; • The 2016 Traffic Parking and Person Survey states that a total of 3,820 pedestrians and 4,479 cyclists access the site; • Surveys of bus boarding and alighting on site recorded 8,551 bus passengers travelling to and from the CBC site; • The CBC cordon survey recorded 15,569 vehicles accessing the site with 28,475 occupants; and • Therefore, the total number of people accessing the site is 41,387 on an average weekday.
5.4. For What Purposes do People Travel to CBC? There is no comprehensive journey purpose data available for this Study. The broad picture can be seen from the information presented above, showing staff and patient volumes. The only detailed journey purpose data is from RSI data, which only covers interviews of drivers of vehicles. According to RSI data (vehicles only), the two main purposes for travelling to CBC are for work purposes (42%) and ‘other’ purposes (40%) which are likely to include medical appointments. Personal Business trips (10%) are also likely to consist of patient trips. The results also note that education only makes up 1% of the purpose split. There are likely to be more trips relating to education accessing the site however, as UoC students are encouraged not to use cars and are unlikely to travel from the periphery of the City. Figure 5-14 shows the different travel purposes for all CBC trips from the RSI data.
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Figure 5-14 Travel Purposes to CBC (RSI Data)63
5.5. What is the Impact on Air Quality? An Air Quality Management Area (AQMA) was declared for Central Cambridge in 2004 for exceedances of the Annual Mean Nitrogen Dioxide (NO2) national objective level (40µg/m3). Since 2004, action plans and interventions have reduced emissions and have had a positive effect on levels of NO2 within the City Centre. Southern Cambridge has seen significant new development, population and traffic growth over the last four years. The area around CBC has a declining air quality situation over this period, with the monitoring station on Long Road exceeding the national objective level and the Addenbrooke’s bus station stop area at the Hills Road/Babraham Road junction, although still within national limits, worsening year on year since 2013. Cambridge City Council Air Quality Officers have advised that this trend is likely to be exacerbated by planned growth in employment, housing and health services in the area without intervention. A recently published Cambridgeshire City Council Air Quality Action Plan64 suggests a variety of measures that are aimed at improving air quality in the City Centre, a number of which could be applied to the CBC area: • Provision of ‘taxi-only’ rapid charging points for electric vehicles; • Provision of additional publicly available electric charging vehicles for staff and visitors; • Use of EURO6 buses with lower emissions;
63 Road Side Interviews conducted between CCC and Highways England (2013). 64 https://democracy.cambridge.gov.uk/documents/s41984/Air%20Quality%20Action%20Plan%20201 8.pdf
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• Access restrictions for HGV’s; • Unified HGV consolidation points away from CBC; and • Promotion of sustainable modes to access the site.
5.6. Supporting Travel Demand Data Further data has been provided by the UoC and CBC on how their staff access the site and any barriers to access that could be addressed.
5.6.1. University of Cambridge In addition to the data provided above, the UoC have provided additional information from their 2017 Staff Travel Survey relating to access and travel conditions in and around the CBC Campus. The headline findings from the UoC are as follows: • Most journeys to CBC are direct without a stop in between origin and destination; • The average journey to the site is 42 minutes; • Parking takes place in a variety of locations; however, the most common locations are a University Car Park with a University permit, a Park and Ride site or on a nearby street; • Most of cycle parking takes place on University grounds (i.e. CBC); • Staff would be more likely to cycle to work if some of the following were provided: - Showers, lockers and changing rooms; - More direct cycle routes; - More segregated cycle routes; - Routes that were well lit; - Discounts in cycle shops were provided; - More cycle parking was provided on-site and within Trumpington Park and Ride; and - Park and Ride charges were removed for cyclists. • Similar answers to above were provided for walking, which also included provision of a Park & Walk site; • Staff would be more likely to travel to work by bus if the following were provided: - Cheaper fares; - Later and earlier services; and - Free parking at the Park and Ride sites. • Staff would be more likely to travel to work by train if direct services were available and if a station was provided at CBC; and • Overall, traffic congestion was the most significant concern for staff travelling to CBC. This is in line with the observations and analysis presented in Sections 5.1 to 5.4.
5.6.2. CBC Site Interviews In addition to the UoC data above, there is a variety of information that can be extracted from the interviews which were conducted within CBC on Thursday 12th October 2017 to understand travel habits of users within the site. These interviews gave insights into several perceptions of users and further details about modes of travel from the interview sample. While the sample is not great enough to be used in isolation, there are several key insights that can be derived, as follows: • 62% of people were walking, 29% were cycling and 9% were bus passengers. However, when asked if that was their main method of travel, 57% said no. Of those people, 79% travel by car (including Park and Ride) which suggests that most people drive into or to the vicinity of CBC; • For those who answered car as their main mode of travel, the split of where they are parked has been summarised in Figure 5-15 which shows that 56% of car drivers usually park on site with 22% parking on-street. Park and Ride usage is low with 13% usage. The majority of these come from Babraham Park and Ride with lower numbers coming from Trumpington (3%) and Newmarket Road (1%) Park and Rides; • The clear majority of users travel in by car travel alone;
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• When asked what would encourage you to travel sustainably to the site the following answers were given: - More frequent services – 23% - Cheaper tickets – 28% - More direct routes – 21% - Improved Information – 6% - Nothing – 22%. • The information suggests that there is a propensity to travel sustainably, although more needs to be done to further encourage and enable sustainable travel. Most of the suggestions would require approval and amendments by commercial bus operating companies who serve CBC, although it would be possible to provide staff, patients and visitors with information on sustainable travel options; • 71% of participants are in favour of a rail station on site. Positive responses include: - It would be more convenient to access CBC; - Users’ journeys would become easier; - It would reduce travel time and in turn congestion; and • Reasons for not wanting a station are personal situations, with the largest reasons being: - The user’s journey would be unaffected by a new station; - The user would not use the station as they use other modes; - The users live too close to use the station; or - There is no station in the user’s hometown.
Figure 5-15 CBC Interview Survey - Parking Locations
5.7. Summary A total of 21,220 staff work at CBC, generating 13,552 trips to the site per day. Most staff originate in the local area, particularly Cambridge, Haverhill and south-east Cambridgeshire and use sustainable modes to access the site (33% cycle and 28% bus including Park and Ride). However, 35% of staff travel to work by private vehicle. A total of 14,500 patients and visitors visit the site per
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day, the majority of whom travel by car. Table 5-4 summarises the number of person trips to the CBC site by mode over a single day. Table 5-4 Summary: Person Trips to CBC by Mode (Daily)65
Mode Person Trips per day Car (including Car Passenger) 28,475
Bus 4,313
Cycle 4,779
Pedestrian 3,820
Total 41,387
The number of trips here exceeds that presented in both the Census and Staff and Patient data. This is due to the Campus serving a wider transport purpose than just for the requirements of Staff, Patients and Visitors, with other uses such as cycle and walking access to the UoC being a significant transport demand on the site. Therefore, the mode shares above will not precisely match those presented earlier in this Report, relating to specific groups who access the site. Most car trips to the site gain access from the south west or south east via Addenbrooke’s Road or Babraham Road, even if this is not the direction in which they live. This suggests that access by private vehicle via the City Centre is considered less desirable. The volume of vehicular traffic accessing the south west of the City is having a negative impact on Air Quality in the area. Continued high levels of car travel, coupled by the growth in the area, is only set to worsen this situation. Surveys showed that 8,551 bus trips per day were made to or from the site, of which 55% were to or from Addenbrooke’s Bus Station. Arrivals and departures were split evenly across the day which suggests that staff, visitors and patients alike are using the services to access the site. Staff surveys of both UoC staff and CBC staff show that there is a general desire to travel sustainably however more needs to be done to enable and encourage this.
65 Car data obtained from 2017 Cordon survey provided by CBC (06:00-21:00); Bus data obtained from 2017 Bus Usage Data provided by CBC (06:00-21:00); Daily Cycle and Pedestrian data provided by CBC.
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6. Existing Conditions Gap Analysis
This Chapter compares the existing transport infrastructure supply for people travelling to and from CBC and comments on the existing demand for transport services into the Campus, to form a gap analysis to enable Potential Interventions to meet any and deficit to be identified. Table 6-1 summarises the existing supply and demand and identifies gaps in provision, for which Potential Interventions are presented in Chapter 10.
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Table 6-1 Existing Supply and Demand Gap Analysis
Mode of Existing Supply Existing Demand Comment / Potential Intervention Transport Walking Footways and shared surfaces are There are 3,643 people travelling to CBC for Walking infrastructure near to CBC was inconsistent on site with varying types of work per day that live within adjoining MSOA observed to be currently performing well with infrastructure. areas to CBC, although the 2015 Access to the current demand in terms of capacity. On- Addenbrooke’s Modal Choice (2017) states site observations found that pedestrian On site observations confirm that the local that typically, only 3% of staff and 1% of desire lines were catered for across the footway network is operating within capacity patients walk. This could be due to shift majority of junctions except for the eastern during peak times. patterns for staff and a lower willingness to side of the Long Road/Hills Road junction. There is no provision for pedestrians to walk at night for security or safety concerns The Cambridge Cycling Campaign cross Queen Edith’s Way/Long Road and an inability to walk for some suggested that having crossings flush with junction on the eastern side, although patients.88% of car drivers approach CBC footways would improve access for crossings are present on the south, west and from the south along the local highway pedestrians. north. network to work. On-site observations found wayfinding It is possible to access twelve bus stops There are likely to be a large number of inconsistent and of poor quality at times within a 1,000m walking catchment from the pedestrian trips within the CBC site i.e. from therefore improving signage around CBC centre of CBC, including the Addenbrooke’s staff accommodation, amenities, bus stops will improve staff and patient experience in Bus Station. and car parks. traversing CBC, thus reducing journey time and unnecessary footfall. Babraham Park and Ride is within a 2,500m (~25 minute) walking catchment from the Improving footpath conditions between centre of CBC, although Trumpington Park Trumpington Park and Ride and CBC and Ride and Cambridge Railway Station would encourage foot traffic as opposed to are beyond a 3,000m (~30 minute) walking car traffic. Therefore, surfacing unpaved catchment. Walking from these locations paths such as Fosters Road would provide could be feasible for some staff and visitors. preferential conditions for walking. Improving Queen Edith’s Way/Fendon Road by providing pedestrian crossings to ensure pedestrian priority. Increased security for pedestrians which could include improved lighting where lighting is considered insufficient. The CUH site has a 24/7 security team that are able to respond quickly if someone presses the help call station or if the security team become aware of a situation through the CCTV
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Mode of Existing Supply Existing Demand Comment / Potential Intervention Transport cameras, therefore, increased levels of surveillance around the site for those working during off-peak times with a security team present to increase coverage of the site and improve perceptions of security. This could be provided throughout the site, however, less densely populated areas such as the CGB track could be monitored more closely or other areas in which concern has been expressed.
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Mode of Existing Supply Existing Demand Comment / Potential Intervention Transport Cycling Most of Cambridge is within an 8,500m (~40 Approximately 33% of staff cycle to CBC, Site visit observations suggest that cycling minute) cycle catchment. who are likely to live within the City and infrastructure near to CBC is currently surrounding villages such as Fulbourn. performing well with the current demand. Babraham, Trumpington, Madingley, Milton and Newmarket Road Park and Ride sites The Census, postcode and RSI data both are all within a 6,500m (~30 minute) cycle show that staff and patients live in pockets, catchment. Cycling from these locations for example in Fulbourn. Cyclists (and could be feasible for some staff and visitors. pedestrians) from Fulbourn currently have to divert west into Cambridge City and south to Cycle infrastructure on site is inconsistent, CBC. Having a direct, dedicated cycling with some cycle lanes, some areas with facility between CBC to Fulbourn will shared use provision and some areas with reduce cycle and pedestrian journey times no provision. and encourage cycling behaviour. Both Cambridge and Cambridge North Ensure both internal and external cycle Railway Stations are within an 8,500m (~40 lanes remain in adequate condition and minute) cycle catchment. consistent in nature to accommodate the additional demand. Bike hire to and from Trumpington Park and Ride and Babraham Park and Ride so users are not required to transport their own cycles or leave their cycles at the Park and Ride site between shifts. This could be an extension to the Ofo bike sharing scheme. Bike hire could alleviate concerns of bike security as they are not owned by any one person. Ofo bikes are tracked meaning they are less likely to go missing. This increases the opportunity for cycling to park and cycle for those who do not own a bike. Evidence from CBC suggests that CBC should seek to add cycle parking facilities where appropriate and surplus to requirement to cover against future demand deficits. Cycling should always be encouraged as a sustainable travel mode.
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Public There are 19 bus services that currently stop Approximately 28% of staff and 8% of Figure 4-3 highlights large gaps in services Transport at CBC, seven of which stop more frequently patients travel to CBC via public transport to the east, north east and west Services than one in every 30 minutes. Of these, (predominantly bus including Park and Cambridgeshire, which may deter users and three are CGB Services, two are Park and Ride). reduce patronage. Therefore, it is Ride services, and the remaining 15 services recommended that discussions with the are conventional commercial run bus bus operating companies are held to services. identify potential additional services to serve CBC. The majority of services originate within the City – nine services starting within the City A ‘bus hub’ (several bus stops in one Centre (Emmanuel Street, Drummer Street location which can act as an interchange and Downing Street). Both stations are point) for all bus services could be situated served by buses that run to and from CBC. in a central location providing that this does not negatively affect the general traffic flow There are twelve bus stops within the site, within the site. Should a ‘bus hub’ be with an additional four in the close vicinity, unsuitable for CBC, i.e. if capacity is not including Long Road, Babraham Park and available in terms of space for buses, it is Ride and Trumpington Park and Ride. recommended that a campus shuttle However, not all services serve all the stops. bus/orbital bus service, expanding upon Journey time to each stop from the centre of the existing CUH courtesy bus, is provided CBC will vary depending on where an to ensure adequate transport to access the individual is walking from although it is bus stops to ensure each service has recommended that it should not be more connectivity to all areas of the site. than 15 minutes (1,500m). There is also potential to reroute buses away Typically, outbound off-peak services are from a singular bus hub into a circuit of the most punctual. Inbound services that occur site with numerous stops. This would be during the peak periods typically are the less an alternative to a singular bus hub on-site. reliable, Key performance issues are the Revision of bus timetables to ensure they inbound Citi 7 service in addition to fully reflect ‘usual’ run time of services Babraham Park and Ride services in the stopping at CBC so users can be more peak periods. confident when referring to timetable that it would arrive on time. Use of EURO6 buses and provision of rapid charge electric vehicle points for use by Taxis only in order to contribute to improving air quality in the area.
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Mode of Existing Supply Existing Demand Comment / Potential Intervention Transport Local There are currently four vehicular access South Cambridge is slow moving, typically The local highway network is working at Highway points into CBC. Two from the north between 10-20mph and at times slower, capacity and is susceptible to be over- Network (Robinson Way and Adrian Way) via Long especially in areas where there are capacity in future years. This can be Road; one from the east (Hills Road) via the pedestrian crossings present. The AM peak evidenced by TrafficMaster data showing A1307 and one from the south west suggests that individuals travelling from the that local roads have an average peak (Addenbrooke’s Road). An additional access M11 onto Addenbrooke’s Road tend to speed of less than 30mph. point to the west serves CGB buses and experience speeds of 0-10mph before Encourage switch to sustainable modes pedestrian and cycle usage. speeding up to above 30mph entering CBC to reduce car usage and therefore from the south west. Similarly, those coming Road Safety congestion levels and pollution, by effective from Babraham Road from the south-east travel planning measures in addition to A total of 153 accidents were recorded within experience delays until entering the site. measures stated in the Sections above, such the specified Study Area from 2012 to 2017, The PM peak typically mirrors the AM peak as maintaining footways and cycleways. which included Babraham Road, Hauxton traffic speeds, but on the opposite side of the Road, Trumpington High Street, Long Road Road Safety road where cars are likely to be travelling and Hills Road. There were 23 accidents home from work as opposed to travelling to It is considered that the existing proposals to recorded as ‘serious’ whilst the remaining work. Notable points of congestion include improve the junctions identified as accident 130 were deemed to be ‘slight’ with no ‘fatal’ Addenbrooke’s Road westbound towards blackspots have the potential to reduce the accidents. M11 Junction 11, Trumpington Road accident risk in these locations and improve southbound out of the City and Robinson provision for cyclists. Way and other roads within CBC. This is Provision of additional electric vehicle most likely caused by the congestion on charging points on Campus to encourage us Babraham Road which also tails back to of these vehicles to access the Campus. Queen Edith’s Road and Fendon Road.
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Mode of Existing Supply Existing Demand Comment / Potential Intervention Transport Car Parking The current level of car parking provision Car Park occupancy data provided by CBC There are already large deficits in supply within CBC is 4,950 spaces. shows that 15 of the 38 car parks on site leading to significant levels of informal and operated above 100% occupancy at the on-street parking outside of CBC. The focus busiest time of the day, with a further 5 car of interventions should be on encouraging parks operating above 90%. The overall and enabling mode shift to sustainable occupancy across the site was 87.5%. modes rather than providing further car parking which will only encourage further The CBC Travel Survey (2016) estimates trips by private vehicle. that an additional 1,106 individuals park their cars on-street outside of CBC and walk66. CCC and GCP and investigating new This means that the car park is currently controlled parking zones. Locations around significantly over-capacity. On-site the Campus that experience existing parking observations confirm that car parks were full stress could be considered in the future. as well as residential streets surrounding
CBC.
Cycle Parking There are 2,973 formal cycle spaces in 19 CUH has assessed the current performance Parking is already over-capacity for cycles areas in CBC. of cycle parking on-site. Out of the 19 sites, due to demand exceeding supply. A lack of 11 sites had more cycles parked than spaces and the process of having to search spaces provided. In total, there were 3,151 for a space may discourage some people cycles parked with 2,973 available, therefore from cycling. Providing additional cycle parking is over-capacity. parking spaces in areas which are already over capacity and where significant informal Site observations showed a significant parking takes place would help to reduce number of cycles parked informally, against informal parking in key areas. This could trees and railings etc, echoing the findings in also be accommodated by formalising the the CUH monitoring. cycle clearing scheme already in place so that it happens more regularly where required or replacing existing car parking with cycle parking.
66 It is recognised that there is scope for error in this value due to data collection methods. However, an alternative data source is not available for the purposes of this Study.
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Table 6-1 summarises the existing travel supply and demand and how they compare with one and other. There are several Potential Interventions that have been suggested which could alleviate supply deficits. However, these measures are constrained by costs, so a priority would be to secure funding to facilitate the development of these interventions. This already presents several measures to reduce car dependency and encourage sustainable forms of transport. Potential Interventions that have been identified in Table 6-1 have been expanded upon in Chapter 10.
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7. Future Travel Supply
This Chapter identifies the future changes to travel supply to improve accessibility around Cambridge and therefore to CBC by cycling, walking and public transport. These schemes are taken from a number of studies, some of which are still in the early development phases and may be changed as consultation and scheme development continues. This Chapter provides a high-level summary of schemes that could interact with CBC.
7.1. CBC Proposals CBC Phase 1 and 2 proposals include measures to improve connectivity through the site, particularly in the form of foot and cycle connections between developments. CBC Phase 1 proposals have delivered the Addenbrooke’s Access Road, which enters the site from the south west and the CGB connection through to the Plaza, which is currently under construction. The Transport Assessment suggests that future work could include a CGB connection straight through the site to the Addenbrooke’s Bus Station, but also recognises that existing development restricts this at present (this is not considered a planned infrastructure improvement within this Report but has been included as a Potential Intervention in Chapter 10). Other developments such as AstraZeneca, Capella and Royal Papworth Hospital propose to include foot and cycle connections between existing and new infrastructure as well as considerable levels of cycle parking67 and some car parking68. CBC Phase 2 is proposed to provide three shared footway/cycleways linking the development with Dame Mary Archer Way, with pedestrian crossings to connect with the northern part of the Campus. A tree-lined boulevard is proposed at the northern boundary of the site, which will connect with existing infrastructure. A pedestrian phase is proposed at the Dame Mary Archer Way / Papworth Access signalised T-junction to assist with pedestrian movement. Cycle parking will be provided to the north of each building near to Dame Mary Archer Way. This boulevard is proposed for cyclists on the eastern side of the site and connects with the existing off-road cycleway along the southern boundary. Access for vehicles to the development will be from Dame Mary Archer Way and the multi-storey car parks from the Perimeter Road. Parking is proposed in the form of two multi-storey car parks, one of which will be installed as a surface car park until demand for parking suggests a need for further spaces. The multi-storey car park on the eastern edge of the site will provide 1,200 spaces and the multi-storey on the western edge, if fully built out will provide 694 spaces.
7.2. GCP Studies The GCP has commissioned several studies and projects to improve bus, walking and cycling infrastructure in and around the City, some of which will interact with CBC. These projects have been summarised in the Sections below. More information on each of these schemes can be found on the GCP website69.
7.2.1. A10 Ely to Cambridge Transport Study The A10 Ely to Cambridge Transport Study assesses the transport requirements on the corridor as it is now and with the growth planned for Waterbeach, Cambridge Northern Fringe East and Cambridge Science Park. The Study has made recommendations on the transport schemes required to accommodate the developments. Published in January 2018, several Options have been put forward to manage demand, including encouraging mode shift by providing additional rail capacity by relocating the Station at Waterbeach, additional Park and Ride capacity, segregated public transport links, junction capacity improvements and carriageway improvements including dualling. The next stage of the Study will look to develop these options further.
67 740 spaces at AstraZeneca, 324 spaces at Capella, 314 spaces at Royal Papworth Hospital 68 608 car parking spaces for Royal Papworth Hospital in adjacent multi-storey, 540 spaces for AstraZeneca 69 https://www.greatercambridge.org.uk/transport/transport-projects/
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This scheme has the potential to benefit those traveling to CBC from the north of Cambridge, particularly those staff relocating from Royal Papworth Hospital who may live at Waterbeach Barracks once this development is ready for occupation.
7.2.2. A10 Royston to Cambridge Foot and Cycleway The aim of the A10 Royston to Cambridge Foot and Cycleway scheme is to a provide a high quality, consistent foot and cycle link from Cambridge to Royston, aligning with the A10 route. Figure 7-1 summarises the indicative route plan for this Study. It is proposed that the A10 Royston to Cambridge Foot and Cycleway project could provide a well-used link for commuter cyclists between the two settlements, whilst connecting large employment sites such as Melbourn Science Park and Sagentia. This route would also provide residents with a link to local amenities and could also be used for recreational purposes. The aim of this project is to provide additional and safer links from villages, train stations, schools and workplaces. Figure 7-1 Indicative A10 Royston to Cambridge Foot and Cycleway Route Plan70
Figure 7-1 shows that parts of the scheme have already been completed, although there is potential for future improvements through Harston and between Royston and Melbourn. This infrastructure in conjunction with the existing foot and cycleway would provide a convenient and direct route for cyclists commuting from south west Cambridgeshire and north Hertfordshire to CBC.
7.2.3. Cambourne to Cambridge The Cambourne to Cambridge scheme is a proposed bus priority scheme that is likely to originate in Cambourne and take either a bus lane route along Madingley Road or an offline route to the south of Madingley Road to Cambridge. Although indicative routes have been considered, the project has not committed to one specific alignment as it has been undertaking public consultation up until January 2018. The current routes that are being considered are as follows: • “Route A (previously known as Option 1) – an on-road option which includes the introduction of a bus lane on Madingley Road between the Madingley Mulch Roundabout and Lady Margaret Road; • Route B (previously known as Option 6) – an on-road tidal bus lane on Madingley Road running between the Madingley Mulch Roundabout and the new entrance to Eddington (High Cross); and
70 https://www.greatercambridge.org.uk/transport/transport-projects/a10-royston-to-cambridge-foot- &-cycleway/
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• Route C (previously known as Option 3/3a) – An off-road busway running between the Madingley Mulch Roundabout and Grange Road, Cambridge.”71 Route alignment figures can be found on the GCP Website72. Although the proposed infrastructure aligns to the City Centre, the actual service patterns may serve other destinations outside this area, including CBC. The Cambourne to Cambridge scheme could interlink with the Western Orbital, which could form a route from Cambourne to CBC. The Cambourne to Cambridge scheme may affect travel to and from CBC, as it could provide additional bus links into and out of the City and therefore assist commuters coming from the north west and west including current Royal Papworth Hospital staff that are being relocated to CBC. The services that are proposed to operate on the route are yet to be determined and will ultimately be at the discretion of the bus operators or tendered services funded by CCC. This scheme will also give individuals accessing CBC the opportunity to park outside of the City and connect with the Universal bus service that stops on the periphery of Cambridge and serves CBC. Although this is already possible at Trumpington Park and Ride for the busway services, this scheme has the potential to encourage people to leave their cars earlier in their journey in favour of improved public transport links.
7.2.4. Cambridge South East Transport Study The Cambridge South East Transport Study aims to provide better bus, walking and cycling facilities for commuters along the A1307, linking communities and employment sites between Haverhill and Cambridge. The Study is considering three strategies for improvement which are as follows: • “Strategy 1: A new dedicated public transport link from the A11 via Sawston to the Cambridge Biomedical Campus. The most appropriate mode of operation (rail or bus) to be the subject of further consideration and consultation. • Strategy 2: A new dedicated bus-only road from the existing Babraham Road Park & Ride to Cambridge Biomedical Campus and an inbound bus lane from Babraham Research Campus to the Babraham Road Park & Ride site. • Strategy 3: An inbound bus lane along the A1307 from Babraham Research Campus to the Addenbrooke's Hospital Roundabout. All three strategies include a new Park & Ride site close to the A11.”73 As mentioned in Sections 5.1 and 5.2, there are high volumes of staff that live in Haverhill, whose main route into CBC is via the A1307. This scheme would improve accessibility for CBC staff to their workplace as well as patients and other visitors, whilst providing them with a more reliable and faster service. The scheme would also support intra-site travel for users who need to travel to other offices or appointments within the corridor, such as at Granta Park. The Cambridge South East Transport Study includes a bus priority element on the A1307. The scheme development is at a high-level at this stage. These improvements have the potential to reduce congestion on the A1307, as more people could use the Park and Ride and bus services. The main improvement for cycling and walking would be from Granta Park to CBC by improving infrastructure to increase safe access to CBC, which could encourage cyclists living south of the site to use this mode of travel.
7.2.5. Chisholm Trail The Chisholm Trail will provide a cycle link between Cambridge and Cambridge North railway stations using on-road and off-road interventions. The GCP website states the route will: ‘…make it easier for students cycling to Cambridge Regional College, for commuters arriving at the planned Cambridge North Station to walk to workplaces south of the river and for workers to travel between the Science Park, Business Park, Addenbrooke’s and the Biomedical Campus. It also links to leisure facilities like Cambridge Leisure Park and Abbey Pool.’74
71 https://www.greatercambridge.org.uk/transport/transport-projects/cambourne-to- cambridge/cambourne-to-cambridge-consultation-2017/18/ 72 https://www.greatercambridge.org.uk/transport/transport-projects/cambourne-to-cambridge/ 73 https://www.greatercambridge.org.uk/transport/transport-projects/cambridge_south_east_study/ 74 https://www.greatercambridge.org.uk/transport/transport-projects/chisholm-trail/
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This scheme is likely to benefit those travelling to CBC from northern Cambridge and further afield, including relocated Royal Papworth Hospital staff, and residents of Waterbeach, Milton and Histon by providing an off-road link which bypasses Cambridge City Centre.
7.2.6. City Access Strategy The City Access Strategy aims to improve transport conditions within the City Centre as well as improving access to the City Centre. Following public consultation in 2016, the City Access Team are looking at options for implementing the following eight measures: • “Cycling provision - The City Access team will continue to work with partners on improving cycling routes, facilities and parking; • Improved public space and air quality - In recognition of the strong public support for addressing air quality, we will research options for establishing a Clean Air Zone in Cambridge; • Better bus services and expanded use of Park and Ride - By working closely with bus operators, we will review and improve the bus network, including pricing, Park and Ride sites and ticketing, to speed up bus journeys and make them more reliable; • Travel planning - We will work with Travel for Cambridgeshire in supporting employers to adopt sustainable policies and practices for commuter travelling; • Smart technology - Work will continue with Smart Cambridge to harness emerging technologies to find smart ways to tackle urban challenges, such as transport, air quality, energy and health care; • Traffic management - Options are currently being researched to tackle congestion within the city centre and improve sustainable transport; • A Workplace Parking Levy - We will work closely with employers to develop and co-design a practical and effective Workplace Parking Levy scheme that works for businesses and organisations; and • On-street parking controls (including Controlled Parking Zones) - We are actively supporting partners, including the Cambridge City Joint Area Committee (CJAC) to manage on- street parking in city residential areas.”75
7.2.7. Cross City Cycling The proposed Cross City Cycling Scheme consists of five projects across Cambridge, as follows: • A – Arbury Road Route; • B – Links to Cambridge North Station and the Science Park; • C – Ditton Lane and links to East Cambridge; • D – Hills Road and Addenbrooke’s Route (already implemented); and • E – Fulbourn / Cherry Hinton Eastern Access. The location of these routes is shown in Figure 7-2.
75 https://www.greatercambridge.org.uk/transport/transport-projects/city-access/
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Figure 7-2 Summary of Proposed Cross City Cycling Schemes76
The recently implemented Hills Road and Addenbrooke’s scheme has improved access to CBC. Cross City Cycling aims to accommodate larger amounts of cyclists along Hills Road which acts as an ‘artery’ in and out of Cambridge (via the A1307). The scheme is shown in Figure 7-3.
76 https://www.greatercambridge.org.uk/transport/transport-projects/cross-city-cycling/
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Figure 7-3 Hills Road and Addenbrooke’s Cross City Cycling Scheme77
7.2.8. Greenways Figure 7-4 summarises the Greenways scheme, which proposes an additional 12 cycleways that would be segregated from traffic, originating from outlying Cambridgeshire villages. Public engagement is currently ongoing to further develop proposals. Those that directly interact with CBC have been highlighted bold below. • Waterbeach Greenway; • Horningsea Greenway; • Swaffham Greenway; • Bottisham Greenway; • Fulbourn Greenway; • Linton Greenway; • Sawston Greenway; • Melbourn Greenway; • Haslingfield Greenway; • Barton Greenway; • Comberton Greenway; and • St Ives Greenway.
77 https://www.greatercambridge.org.uk/transport/transport-projects/cross-city-cycling/hills-road-and- addenbrooke-s/
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Figure 7-4 Indicative Proposed Greenway Plan78
Figure 7-4 shows an extensive cycleway network is proposed to the south, north and west of the City with lower levels of provision to the east. However, it is likely that individuals originating from Great Wilbraham and Little Wilbraham will join either the Linton, Fulbourn or Bottisham Greenways.
78 https://www.greatercambridge.org.uk/transport/transport-projects/greenways/
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For cyclists originating from Fulbourn, access to CBC from the proposed Fulbourn Greenway would involve cycling to Cambridge Railway Station and then along the recently improved cycling facilities on Hills Road or leaving the Greenway early and travelling down Wulfstan Way and Nightingale Avenue. Neither of these routes have dedicated cycle provision at present. Cycle improvements along these routes has the potential to improve access to CBC by cycle from the east.
7.2.9. M11 Park and Ride Provision The GCP is currently investigating the feasibility of providing additional Park and Ride capacity at Trumpington or close to M11 Junction 11. The M11 Park and Ride Provision Project is a component of the West Cambridge Package79, which includes the Western Orbital Scheme. It includes a review and development of options for Park and Ride facilities, creation of new Park and Ride locations, and enhancement or upgrade of existing facilities. Phase 1 of the project includes proposals for surface level extension at Trumpington, scheduled for 2019, and Phase 2 consists of a potential new site close to the M11 Junction 11 scheduled to be completed by the end of 2022. Expansion of Park and Ride capacity close to CBC would provide a measurable benefit in the short term as the Park and Ride capacity being reached would prevent further modal shift being achieved.
7.2.10. Milton Road/Histon Road Figure 7-580 and Figure 7-681 present the proposed arrangements for the Histon and Milton Road schemes. The Milton Road and Histon Road schemes are bus infrastructure improvement schemes that aim to make sustainable modes more attractive than driving into the City Centre. Bus priority measures could include: bus lanes, smart signals to priorities buses and side-road closures to reduce the need for signals. Both schemes also include potential improvement for cyclists. The schemes in this corridor aim to provide more effective bus service provision from the north of Cambridge into the City, which would be of benefit to users of CBC that access the site from these areas.
79 https://www.greatercambridge.org.uk/transport/transport-projects/westcambpack/ 80 https://www.greatercambridge.org.uk/transport/transport-projects/histon-road/histon-road- background/ 81 https://www.greatercambridge.org.uk/transport/transport-projects/milton-road/milton-road-final- conceptual-design/
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Figure 7-5 Proposed Histon Road Plan
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Figure 7-6 Proposed Milton Road Plan
7.2.11. Western Orbital The aim of the proposed Western Orbital Scheme is to enable fast and reliable buses either on or alongside the M11 (specifically Junctions 11 to 13) to connect new housing areas with employment zones such as West Cambridge, North West Cambridge and CBC. Figure 7-7 shows the potential routes for the Western Orbital bus improvement scheme.
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Figure 7-7 Indicative Route Options for the Proposed Western Orbital Scheme82
7.3. Future Rail Improvements Several planned or potential rail improvements have been identified by Network Rail and other stakeholders. These are summarised below.
82 https://www.greatercambridge.org.uk/transport/transport-projects/western-orbital/western-orbitals- background/
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7.3.1. Anglia Route Study (2016) Network Rail’s Anglia Route Study, published in March 2016, set out the required future capacity and capability of East Anglia’s railway network, and options for meeting those needs, as an evidence base to inform funders when considering rail investment choices for the future. The Study looked ahead to 2023 and 2043 horizons. For the shorter-term horizon covered by this Report, the issue most relevant to CBC was the existing peak crowding between Ely and Cambridge, with demand forecast to grow. Development work had begun on an option to lengthen peak services on the King’s Lynn to Cambridge route from 4-car to 8-car (also covered in Section 7.3.7 below). Addressing peak-period commuter demand into London was also a key theme. There was an expected increase in morning peak passenger demand into London from the West Anglia Main Line (King’s Lynn-Cambridge-Bishops Stortford-Liverpool St). The forecast growth from 2013 (the route Study’s baseline year) is 18% to 2023 and 39% to 2043. Nevertheless, the Study forecasts that seats would continue to be available to commuters from the Cambridge area throughout this period (i.e. the crowding would occur further in towards London). In addition, the Route Study states that: “Given the size and strategic importance of Stansted and Cambridge as travel and employment centres, the service to and from London is relatively poor.” [p.50]83 This led to consideration of journey time enhancements, which were seen as a longer-term aspiration.
7.3.2. Cambridge – Haverhill Corridor Study (2015) 84 As part of initial GCP work on the A1307 corridor (pre-dating the Study reported in Section 7.2.4), a viability Study was conducted into whether the former Cambridge to Haverhill rail line could be re- opened. Within the context of the A1307 work, the key reasons for considering the Cambridge-Haverhill line reopening were: • Providing rail access from Haverhill and other locations along the corridor to employment, public services and leisure in Cambridge (including CBC); and • Providing access to employment in other locations along the reopened branch, principally at Granta Park but potentially also at Babraham Research Campus and in Haverhill. This included reverse commuting by Cambridge residents. The Study included initial demand forecasts, using a trip-end approach based on 2011 Census data, taking existing towns with rail commuting into Cambridge as benchmarks and without a new Cambridge South station. Considering planned growth in Haverhill, the Study estimated that by 2031 the line would serve commuter flows of around 1,300 people per day into Cambridge from stations along the line, plus around 500 people on other flows such as Cambridge to Haverhill. In total, demand would be around 1.8 million trips per year. The Study concluded that: • The journey time between Haverhill and a potential future station near Addenbrooke’s Hospital would be approximately 25 minutes, depending on the location of the stop at Haverhill; • There were significant physical constraints to reopening the line. Extensive land acquisition and one or more deviations from the historic alignment were likely to be required, along with significant new structures and refurbishment of existing structures; • The scheme was assessed to have an Initial Benefit-Cost Ratio (Initial BCR) of around 0.6 as double track or around 1.0 as single track, representing poor value for money; • A Bus Rapid Transit alternative had an Initial BCR of around 1.3; • The indicative capital costs were substantial and could not be funded within the current City Deal allocation; and
83 https://cdn.networkrail.co.uk/wp-content/uploads/2016/11/Anglia-Route-Study-UPDATED-1.pdf 84 https://citydeal- live.storage.googleapis.com/upload/www.greatercambridge.org.uk/transport/transport- projects/A1307_Rail_Viability_Technical_note_27.11.2015.pdf
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• In any case, the reopening could not take place within the timescale for tranche 1 of the City Deal funding. The report noted that although reopening was not viable as part of the then City Deal programme, a Cambridge-Haverhill railway line could ultimately form part of a more strategic rail link from Cambridge to Colchester, via Haverhill and Sudbury, including the existing Sudbury to Marks Tey branch. Should this strategic rail link be made, there would be significant benefit to the cluster of CBC staff that live in the Haverhill area.
7.3.3. Cambridge South Station In the 2017 Autumn Budget, the Chancellor announced a commitment by the government for £5 million to develop proposals for Cambridge South Station, as well as a Study to accommodate future rail growth across Cambridgeshire.85 Additional funding will be provided by local partners. The station would be located on the western side of CBC, near AstraZeneca. It would provide links to other key locations on the rail network, potentially including Peterborough, Ely, Stansted Airport, Royston, London and other locations, depending on the ultimate timetable pattern. As an option for trips to/from CBC, it has the potential to attract users from both car travel and bus travel, potentially creating capacity headroom which could be allocated to sustainable modes. These impacts will be assessed in Part 2 and Part 3 of this Study.
7.3.4. East West Rail East West Rail is a major project to establish a strategic railway connecting East Anglia with Central, Southern and Western England. As well as providing broad strategic connectivity, it is a key enabler of development and economic growth along the corridor, particularly by unlocking development opportunities and by connecting people with jobs in key growth areas. The scheme is progressing in stages or ‘sections’. Cambridge is directly affected by the Central Section (improvements between Bedford and Cambridge) and the Eastern Section (improvements between Cambridge and Norwich/Ipswich), which are both in early planning stages. The route is shown in Figure 7-8. The proposed Cambridge South station would also be on the East West Rail route. Figure 7-8 Proposed East West Rail Route86
85 https://www.gov.uk/government/publications/autumn-budget-2017-documents/autumn-budget- 2017 86 http://www.eastwestrail.org.uk/east-west-rail-route/
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Depending on service patterns, East West Rail could provide increased accessibility to CBC from the east (connecting Suffolk, Norfolk and East Cambridgeshire stations) and the west (connecting Oxford, Aylesbury and Milton Keynes stations) to Cambridge.
7.3.5. Ely North Junction87 Ely North Junction, on the edge of Ely near Queen Adelaide, is currently a bottleneck with implications for the entire region’s rail services and hence for CBC. Solving the constraints here will help unlock additional train paths, which in turn will provide additional capacity and connectivity for those CBC staff, patients and visitors who can travel by train to Cambridge Railway Station and then onwards to CBC. The most immediate benefit would be for travel from the King’s Lynn direction, but it could also benefit people on other routes through Ely. This additional capacity and connectivity will become even more valuable if a Cambridge South Station is provided to directly serve CBC. Five lines meet at this junction. The line going north from Ely splits into Peterborough, King’s Lynn and Norwich lines. As well as passenger trains on each of these routes, there are a large number of freight trains between Felixstowe and the Midlands. The current layout of the junction reduces the King’s Lynn and Norwich lines to a single track each, diverging from the double-track Peterborough line. This means that King’s Lynn or Norwich trains in opposite directions cannot pass each other at the junction itself, but only on the adjoining double-track sections. This reduces capacity, timetabling flexibility and resilience during disruption. The infrastructure is currently operating at capacity. Therefore, Great Northern cannot fulfil its franchise requirement to operate half-hourly throughout the day from King’s Lynn to Cambridge and London (currently one of these two trains each hour can only run Ely-London). It is also a blockage to any increase in frequency of other services. Local partners have funded and overseen initial work to identify an improvement scheme to unlock additional train paths (or to enable this in conjunction with other interventions). This work is due to be completed in 2019. The Government has accepted that Ely North Junction is a key bottleneck that needs to be addressed to increase the capacity of East Anglia’s rail network. In October 2017, the Government announced that an improvement scheme, to be delivered by Network Rail, was likely to be included and funded in the programme for Control Period 6 (CP6) (2019-2024). However, concerns have been raised about the impact on the B1382 Ely Road / Prickwillow Road through Queen Adelaide, which has level crossings with each of the Peterborough, King’s Lynn and Norwich lines in quick succession. CCC has commissioned work on this, which is due to report in 2018.
7.3.6. Impact of Rail Improvements on Capacity at Cambridge Station Although the focus of rail capacity (in terms of passenger capacity) is often on the large commuter flows into London, for access to CBC the capacity of flows into Cambridge is more significant. As of February 2018, Cambridge Railway Station has 33 train arrivals between 07:30 and 09:30. These services offer commuting capacity to and from London King’s Cross, Ely, Ipswich, King’s Lynn, Norwich, Stansted Airport, London Liverpool Street and Birmingham New Street, as well as intermediate stations. The operators are Greater Anglia, Great Northern and Cross Country. The number of arrivals, broken down by origin, is shown in Table 7-1.
87 CPCA news announcement, 11 January 2018: http://cambridgeshirepeterborough- ca.gov.uk/news/transport-secretary-visits-queen-adelaide-to-discuss-proposed-works-to-ely-north- junction/ Report to Norfolk Rail Group, 10 January 2018: http://cambridgeshirepeterborough- ca.gov.uk/news/transport-secretary-visits-queen-adelaide-to-discuss-proposed-works-to-ely-north- junction/, item 6 ‘Strategic Rail Issues’ Network Rail Enhancements Delivery Plan, December 2017: https://cdn.networkrail.co.uk/wp- content/uploads/2017/12/Enhancements-Delivery-Plan.pdf
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Table 7-1 Train Arrivals at Cambridge (07:30 - 09:30)
Origin London King’s Ely Ipswich King’s Lynn Norwich Cross
07:30-09:30 9 3 2 5 2
Origin Stansted London Cambridge Birmingham Airport Liverpool North New Street Street 07:30-09:30 2 5 3 2
The first major change likely to affect capacity is due between May 2018 and December 2019, when the Thameslink project completes. Services to and from London King’s Cross will increase from four trains per hour (tph) to 6tph, with 2tph rerouted from King’s Cross through St Pancras and London Bridge along with an additional 2tph. The timetable for May 2018 has not yet been published, but this could offer four extra services into Cambridge between 07:30 and 09:30. Each of the new Thameslink services will offer higher total capacity. A 12-car Class 700 train has space for over 1,750 passengers, compared to a 12-car Class 365 train which has capacity for just over 1,150 passengers. Total capacity could therefore increase by as much as 120%, assuming all trains operate with 12 coaches. At the same time, cross-London connectivity is dramatically improved as the 4tph Thameslink service provides direct routes between Cambridge, Brighton and Maidstone East. In 2019, Greater Anglia are contracted to deliver an hourly Stansted Airport to Norwich service, providing an additional seven services between Stansted Airport and Cambridge, two of which are required to arrive at Cambridge between 07:00 and 09:59. This will be supplemented by new rolling stock introduced between 2019 and 2020, increasing the capacity on regional services from Ipswich and Norwich by approximately 23%. Greater Anglia will replace their commuter stock on the Liverpool Street to Cambridge service from 2019, potentially increasing capacity on each of these services by 90%. The overall picture is therefore one of extensive committed capacity enhancements that will benefit rail passenger flows into Cambridge. However, there are specific issues with the King’s Lynn- Cambridge corridor which are covered in Sections 7.3.5 and 7.3.7.
7.3.7. Network Rail CP5 Enhancement Delivery Plan The Control Period 5 (CP5) Enhancement Delivery Plan sets out the ‘outputs, scope and milestones’ for enhancement projects to be delivered by Network Rail during Control Period 5 (April 2014-March 2019). The following improvements are from the September 2017 update. Anglia Traction Power Supply Upgrade This project aims to enhance the existing traction power infrastructure to support the growing amount of electrically-operated rolling stock on the network. The enhancements will provide the necessary power to support the following additional services, in addition to existing timetable. This is currently due for completion in November 2018. The upgrades are summarised below: • AM peak hour service from King’s Lynn to Cambridge consisting of one 4-car Class 317 or Class 379 train, plus two 8-car Class 377 trains; and • AM contra-peak hour service from Cambridge to King’s Lynn consisting of one 4-car Class 377 train and one 8-car Class 377 train. These improvements are being considered to accommodate for the increasing number of commuters that come from north-western Norfolk and north Cambridgeshire that travel into and out of Cambridge. The Anglian Traction Power Supply Upgrade could provide services with increased capacity through Cambridge Railway Stations. King’s Lynn to Cambridge 8-car This project is designed to address overcrowding during the peak hour between King’s Lynn and Cambridge. Currently only 4-car services run between King’s Lynn and Cambridge, which causes overcrowding, particularly between Ely (an existing and future commuter origin) and Cambridge.
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Less overcrowding would clearly make travelling by rail a more attractive option. There is currently no timescale set out for the completion of this project.
7.3.8. Soham Station88 There are proposals to provide a new rail station in Soham, to encourage growth there and to help residents reach workplaces. Options have been developed, and the proposals are currently going through Governance for Rail Infrastructure Projects (GRIP) stage 3 which is a feasibility Study89. Network Rail found that with the current two-hourly passenger train service, the station would have minimal impact on existing passenger and freight timetables.90 In principle the station could provide additional rail connectivity to CBC. However, the current two- hourly service is not necessarily suitable for commuting and in any case interchange at Ely or Newmarket is required. In the longer-term, an enhanced frequency and/or a direct service to Cambridge (e.g. Ely-Soham-Newmarket-Cambridge, using reinstated infrastructure at Newmarket) could be developed.
7.4. Future Highway Improvements There are three major highway schemes that have the potential to increase highway capacity to and from CBC. All three projects seek to improve the strategic highway network which would improve journey times and reliability into CBC by car. These have been summarised below.
7.4.1. A14 Cambridge to Huntingdon Improvement Scheme Due to high traffic volumes and increasing numbers of heavy goods vehicles using the A14, the road is currently undergoing improvements which are due to be completed in 2020. The A14 is being widened over 8.9km to provide three lanes in each direction between Swavesey and Bar Hill, to four lanes in each direction between Bar Hill and Girton and will also be widened through a 2.4km section of the Cambridge Northern Bypass between Histon and Milton. Junction improvements at Swavesey, Bar Hill and Girton are all planned. In addition, a new Huntingdon Southern Bypass will provide a 2-lane dual carriageway between Ellington and the A1 at Brampton and a 3-lane dual carriageway between Brampton and Swavesey. Improvements to this strategic link will enable faster and more reliable access for users of the site who need to travel by highway in this corridor.
7.4.2. M11 Smart Motorways The M11 (Junction 8 to 14 technology upgrade RIS1, 2015 - 2020) is included within the ‘Smart Motorways’ scheme which includes the following: • “Smart motorways are a technology-driven approach to the use of our motorways. They increase capacity and relieve congestion while maintaining safety. Smart motorways help make journey times more reliable; • The hard shoulder is used for traffic, either permanently or at peak times. This creates an extra lane to provide additional capacity; • Technology is used to monitor congestion levels and change the speed limit when needed to smooth the traffic flow. This reduces frustrating stop-start driving and improves your journey reliability; and • Smart motorways use pioneering technology to manage traffic at busy times. We can use technology to: - Change the speed limit to smooth traffic flow – this reduces frustrating stop-start driving and improves journey times; - Activate warning signs to alert you to traffic jams and hazards up ahead; and
88 https://www.cambridgeshire.gov.uk/residents/travel-roads-and-parking/transport-projects/soham- station/ 89 http://archive.nr.co.uk/aspx/4171.aspx 90 https://ccc-live.storage.googleapis.com/upload/www.cambridgeshire.gov.uk/residents/travel- roads-and-parking/Soham_Station_Capacity_Report.pdf?inline=true
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- Close lanes – for example to allow emergency vehicles through.” 91
7.4.3. Oxford-Cambridge Expressway Still in the early feasibility Study stages, the proposed Oxford to Cambridge Expressway seeks to complement East West Rail by providing a route via Milton Keynes to connect the region. The rationale, as with East West Rail, is to unlock development and economic growth. A corridor linking Didcot, Oxford, Milton Keynes, Bedford and Cambridge has been identified. The Oxford to Cambridge Expressway Strategic Study states that the A428 dualling from the Black Cat Roundabout to the Caxton Gibbet Roundabout will form part of the scheme92, which once complete will provide a continuous dual carriageway from Oxford to Cambridge. The increased road capacity could assist trips to CBC from the west over these longer distances.
7.5. Summary This Chapter has summarised the future travel supply that is proposed surrounding the CBC site, Cambridge and the Wider Study Area. The transport schemes within the City are generally focussed on providing access to jobs in key employment hubs on the edge of the City, including CBC and the City Centre. These schemes are centred around providing access by sustainable modes, particularly bus, cycle and walking. Car drivers are encouraged to leave their vehicles outside the City at Park and Ride sites and continue their journey by another mode. This approach echoes findings presented in Chapters 4 and 5 that the City is at, or nearing, capacity for cars in the peak hours. Outside of Cambridge, strategic schemes are focussed on providing improvements for car drivers and rail passengers for longer journeys. Should the schemes discussed in Chapter 7 be implemented, CBC will be served by an extensive cycle network that include segregated cycle routes from Royston and outlying Cambridgeshire villages and improved cycle lanes on Hills Road and Babraham Road. A large amount of foot and cycle improvements are currently proposed within the City, which would increase capacity of the foot and cycle network. These enhancements could promote increased cycling numbers. Potential issues include ensuring that the level of cycle parking is increased at CBC to meet the demand of cyclists, since this is already over-capacity and will worsen in future years. One GCP bus scheme will directly serve CBC, the Cambridge South East Transport Study. The Cambourne to Cambridge and Western Orbital schemes may increase connectivity between services that in turn, serve CBC. Cambourne to Cambridge routes may interact with the Universal service, whilst the Western Orbital may interact with Busway A and R. Therefore, it is considered that all schemes, should they be implemented, could have a positive impact on CBC depending on the services that will operate. Highway improvement schemes along the Highways England Strategic Route Network (SRN) propose to increase capacity of the M11 and A14, in addition to proposals to create a new highway corridor between Cambridge and Oxford to complement East West Rail. Although CBC aims to emphasise and promote sustainable transport, some staff and patients need to travel by private vehicle. Therefore, increasing the capacity of the SRN should have a positive impact on the accessibility of CBC but access between these networks and the CBC site will need to be managed carefully and be undertaken by sustainable modes wherever possible. The growth of CBC will affect the local highway network, having a high impact on Addenbrooke’s Road and Babraham Road, which are already congested in peak periods if the transfer of existing and new trips to sustainable modes is not encouraged and enabled. One of the most significant issues that is likely to become exacerbated in the future is the levels of provision for car parking, which already has a deficit within CBC which is likely to increase in future years given the potential for increased demand for travel by private vehicle. Stakeholders noted that parking in nearby residential areas is already a significant concern and different data sources have highlighted that the demand for travel by car will only increase in the future. This needs to be managed in conjunction with promotion of suitable travel alternative, or the road network to and
91 http://www.highways.gov.uk/smart-motorways-programme/ These measures are included within the Smart motorways programme but may not necessarily be part of the M11 scheme. 92 Oxford to Cambridge Expressway Strategic Study: Stage 3 Report
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within CBC will become severely congested and inhibit further growth of the site and access for emergency vehicles. Bus improvements are likely to assist with the increased demand for public transport (both rail and bus schemes). However, predicted future public transport demand is enough to fill an additional 19 single decker buses in the AM peak and 13 in the PM peak, some of which may come from new developments in the area. Highway improvements, for the benefits of car users, are mostly located outside the City at a strategic level. Unless the proposed, local public transport and cycle schemes result in significant mode shift from private vehicles for both existing and new journeys, for either all or part of the routes travelled to CBC, the future increases in demand for trips to CBC could have a detrimental impact on the highway network by drawing additional vehicular trips in to the area.
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8. Future Travel Demand
This Chapter presents the future travel demand for the Campus in terms of highway users, walking, cycling and public transport, including bus, the CGB and rail. Development Data This Chapter has derived data from the CBC Planning Application (06/0796/OUT) and it’s Transport Assessment (TA). Such TAs contain information on predicted additional trips that are forecast to use the local transport network. Predicted trip generation figures from the individual sites within the CBC have also been collated and added to the trip generation figures from the overarching CBC Planning Application TA, to provide a total trip generation level for the CBC area. The additional sites and their Planning Application references93 are as follows: • Original CBC Extension; • Royal Papworth Hospital (14/1411/REM); • AstraZeneca (AZ) Phase 1 (14/1633/REM); • Heart and Lung Institute (16/1523/REM); • Project Capella (15/1227/FUL); • Plot 8 (16/0653/REM); • Plot 9 (16/1078/OUT); and • CBC Phase 2 (Abcam) (16/0176/OUT). This data informs this Report by providing total predicted additional trips (inbound and outbound) for the AM and PM Peak periods. Each TA has its own specific assumptions as to how staff will relocate or travel from existing dwellings. More information can be found by referring to the individual planning applications. While there are several strategic housing developments planned in the Cambridge area, including information from those TAs would lead to double counting of trips, since both the origin and destination end of the same trip would be represented in any analysis. Consideration has therefore only been given to the CBC Planning Application for derivation of trip numbers, while the locations of the strategic developments inform the picture where people may travel from to access the site.
8.1. Planned Developments Information from current applications for on-site developments have been summarised and rounded to show how many staff, patients and visitors are predicted to access the site per day due to the developments. The data below differs from that shown in Table 3-1, as this is based upon historic TA’s as opposed to latest expectations.
93 Planning applications can be found by searching for the planning reference via the following link https://idox.cambridge.gov.uk/online- applications/applicationDetails.do?activeTab=documents&keyVal=O8I3ZQDXM5100
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Table 8-1 Staff, Patient and Visitor Trips Per Day by Development
Application Staff Patients (per day) Visitors (per day) (rounded to nearest 50) (rounded to nearest 50) AZ Phase 1 2,500 - 350
Capella 600 - -
Royal Papworth 1,150 400 1,050 Hospital
Heart and Lung 400 (33% employed 50 50 Institute by Royal Papworth Hospital / 67% employed by UoC)
Plot 8 (Bellatrix) 87 (64 of these are - - relocating from elsewhere on Campus)
Plot 9 494 - -
Total 5,231 450 1,450
Table 8-1 shows that the AstraZeneca Phase 1 development and Royal Papworth Hospital are the largest developments by far, with a total of 2,850 individuals using the site for AstraZeneca and 2,600 individuals using the site for Royal Papworth Hospital. Many of these new staff are due to arrive on site within the next 6 to 12 months as part of the AstraZeneca and Royal Papworth Hospital relocations. This will put immediate pressure on the transport network, particularly as there are no major infrastructure schemes planned to be implemented in this timescale to accommodate the increase in trips (See Table 3-1). As a result, it is likely that the increase in trips will be biased towards car travel due to the lack of viable alternatives. Table 9-1 and Chapter 10 identify Potential Interventions that could be brought forward to help accommodate this immediate growth. A total of 5,231 staff will be brought in to the six developments listed in Table 8-1, which is likely to increase further with other developments and staff increases elsewhere on the site beyond the five- year horizon considered within this Report. It is predicted that there could be up to 16,400 patient and visitor trips being made per day, with an additional 450 patient trips and 1,450 visitor trips being made on top of the current 14,500 trips. It is also considered that staff levels will increase by approximately 25% due to new developments as stated in Table 8-1. The remainder of this Chapter presents the answers to a series of questions to depict how travel to CBC may look within the next five-years. These questions are: • What will travel to CBC look like in five-years? • What will parking be like in CBC? • What impacts with this have on the transport network?
8.2. What Will Travel to CBC Look Like in Five-years? The total expected additional trip generation has been presented in Table 8-2. The table presents the total additional trips (collated from the TAs mentioned above) per mode, for inbound and outbound journeys in the AM and PM peaks. Additional trips are totals predicted once the sites have been built out and therefore have no committed timescale. This is a robust assessment and assumes that each development will be built out in a five-year timescale. Data was collated from internal development TA’s as opposed to external development TA’s (such as developments like Northstowe), as this would double count trips between the sites. For example, the CBC planning application considers trips generated from Northstowe and other committed developments. The trip generation figures shown in Table 8-2 are rounded to the nearest 100 trips.
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Table 8-2 Predicted Additional Two-Way94 Trips to CBC
Rail
Walk Total
Cycle
Motorcycle
CarDrivers
GoodsVehicles
CarPassengers
CGBPassengers Bus and Bus Parkand Ride AM 400 1,000 900 100 0 1,300 300 100 100 4,300 Peak
PM 300 900 600 100 0 1,100 300 100 100 3,500 Peak
Total 700 1,900 1,500 200 0 2,400 600 200 200 7,800
Table 8-2 shows that an additional 4,300 two-way trips in the AM peak and an additional 3,500 two- way trips in the PM peak are predicted compared to the existing situation. Patient Trip Numbers Data regarding the number of patients currently accessing the CBC has been obtained from the Cambridge University Hospitals website95. The hospital has advised that patient numbers are anticipated to rise by 3% to 4% every year. Based on this, Figure 8-1 shows the anticipated patient numbers over the next five years, with 4% compound annual growth used to demonstrate the greatest impact. Figure 8-1 Total Predicted Patent Numbers per Annum per Purpose (2018 - 2022)
Table 8-3 shows total patient numbers are anticipated to increase by approximately 173,000 over the next five years. This equates to approximately 475 extra patients per day. This additional number does not include visitors that may accompany or visit patients, so the increase in trips to the site for patients and visitors combined is likely to be higher.
94 Two-Way Trips – an outbound and a return journey 95 https://www.cuh.nhs.uk/about-us/our-profile/facts-and-figures.
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Table 8-3 Total Predicted Patent Numbers per Annum (2018 - 2022)
Patients Baseline 2018 2019 2020 2021 2022 Total to the nearest 100 (excluding inpatients as 798,600 830,600 863,800 898,400 934,300 971,700 assumed double counting)
8.3. What Will Parking Be Like In CBC? CBC have provided information of how future developments within CBC could increase car and cycle parking in the site, with Figure 8-2 highlighting the difference between the supply and demand for car parking provision. CBC have identified existing and proposed car parking supply and demand. It should be noted that prior to 2018, car parking figures are built or committed. However, after 2018, the CBC do not specify dates for construction, merely a window in which it would take place. For example, it is stated that Travel Plan measures would reduce demand ‘after 2018’ and ‘prior to 2025’. Therefore, the timeline of the graph is indicative. Figure 8-2 Future Car Parking Supply vs Demand (data provided by CBC)
Between 2018 and 2025 there is potential for a large deficit in supply compared to demand, although the CBC Parking Strategy (2017) measures result in an equal balance by the end of the period. Provision of additional car parking to meet demand on site could be considered, however additional car parking is only likely to result in encouraging additional trips to the site by car. If drivers know they are going to easily can find a space on site, they are more likely to drive than use sustainable modes Therefore limiting car parking on-site and on surrounding residential streets could have the benefit of encouraging mode shift towards sustainable modes.
8.4. What Impacts Will This Have on the Transport Network? As highlighted in Section 8.2, there will be additional trips made and therefore entering the transport network. The following Sections assess the impact and what provision is needed to accommodate these trips.
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8.4.1. Walking and Cycling Infrastructure An additional 400 individuals in the AM peak and 300 individuals in the PM peak are predicted to walk to and from CBC, whilst an additional 1,000 individuals in the AM peak and 900 individuals in the PM peak are predicted to cycle. Deriving figures from CBC (Table 5-3), total pedestrian traffic may increase from 3,820 to 4,500 whilst cycle traffic will increase from 4,779 to 6,679 in future years. Site observations suggest that local walking infrastructure can accommodate the additional pedestrian trips in the AM and PM peak periods. However, it was observed that not all junctions had pedestrian crossings, although the majority did. Additional trips would mean more people are reliant on the crossings and adequate footway conditions. Existing cycling infrastructure combined with the proposed cycleways, including the Greenways and Chisholm Trail projects, would provide an extensive cycling network to further promote cycling to and from CBC. However, cycle parking on site is already at capacity, so individuals use informal spaces such as barriers, rails or trees. This would need to be addressed to maximise the benefit of the surrounding network enhancements.
8.4.2. Bus Services An additional 900 individuals (equating to 19 single decker bus services) in the AM peak and 600 individuals (equating to 13 single decker bus services) in the PM peak are predicted to travel into and out of CBC by bus, with an additional 100 individuals in the AM peak and 100 individuals in the PM peak by the CGB. The provision of these services would be dependent on commercial bus operators and demand for buses, which may be affected by increased highway congestion should the buses not have priority over other road users. This may vary depending on the ability of schemes, such as the City Access Strategy, to reduce highway congestion and car usage. As part of the CBC Phase 2 application, it was identified that the CGB could travel through CBC, stopping south of the AstraZeneca development, via Circus and Piazza, to the Addenbrooke’s Bus Interchange. This would provide good quality access to CBC and the existing Addenbrookes Campus. The new 25 service also covers Clay Farm and Trumpington Meadows developments and will serve CBC. A new bus stop could also be provided on the northern side of Dame Mary Archer Way. It is likely that current bus trends will continue (see Section 5.3.4), in that most services will come from, or go through the City Centre. It is also likely that additional services could originate from the north west of the City, due to the Royal Papworth Hospital relocation and occupation of the development sites at Northstowe, Cambourne West and Bourn. Existing congestion and a lack of viable alternatives to private car, can be a deterrent for bus use. However, an extensive network for dedicated bus services that are not hampered by congestion has the potential to encourage wider bus use as services are seen as more reliable than private car use.
8.4.3. Park and Ride The proposed Western Orbital Project, as detailed in Section 7.2.11, has predicted that up to 2,000 additional spaces would be required at Trumpington Park and Ride by 2031 to accommodate demand because of growth around Cambridge, parking restrictions at CBC and the impacts of the City Access Strategy. CBC have also provided future demand figures for Trumpington and Babraham Park and Ride sites based on the growth within the Campus. Figure 8-3 shows the cumulative impact of the growth at CBC on the capacity of Babraham Park and Ride. Following the growth at CBC over the next two years it is predicted that total demand at Babraham Park and Ride will be approximately 1,000, leaving 450 spaces available. Figure 8-4 shows the cumulative impact of the growth of CBC on the capacity of Trumpington Park and Ride. It shows that following the growth at CBC there will be demand for approximately 1,300 spaces by November 2018. The Park and Ride modelling assumes that an additional 300 spaces will be provided at Trumpington by April 2019. To manage demand between November 2018 and April 2019, it is recommended to relocate some contractor parking to Babraham Park and Ride and provide associated shuttle buses. This measure could help avoid such significant constraints until the contractor parking reduces and additional spaces are provided.
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Figure 8-3 Babraham P&R - Capacity vs Demand Oct 2017 - June 201996
96 Graph provided by CBC. Data received 24th January 2018
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Figure 8-4 Trumpington P&R - Capacity vs Demand Oct 2017 - June 201997
97 Graph provided by CBC. Data received 28th March 2018
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8.4.4. Local Highway Network Figure 8-5 shows the potential impact on the immediate highway network surrounding CBC, with Addenbrooke’s Road and Babraham Road experiencing a high increase in vehicular trips and Hills Road and Long Road experiencing a medium increase in vehicular trips. These changes in flows would need to be subject to further assessment to fully quantify the impact in future years, although it is recognised that these areas are already experiencing congestion that will worsen with further traffic increases.
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Figure 8-5 Expected Increase in Vehicular Traffic During Peak Periods
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8.5. Summary Future growth on the CBC site is predicted to generate an additional 5,231 staff trips, 450 patient trips and 1,450 visitor trips a day within the next five years. This represents a 30-40% increase compared to existing trip levels. A considerable number of these new trips are predicted on-site over the next 6 to 12 months, which will put immediate pressure on the transport network. Limited transport schemes are proposed to accommodate this growth over the short term, therefore where possible schemes should be bought forward or phased in way that helps to accommodate this immediate growth. The mode share of these new trips is predicted to be similar to the current situation, which will put further strain on on-site and off-street car parking, as well as the local highway network. This would have a significant impact on Addenbrooke’s Road and Babraham Road, which are already close to capacity. There is predicted to be a significant constraint to parking spaces at Trumpington Park and Ride, especially whilst contractors are still working on the CBC site. This may lead to more pressure on car parking elsewhere in the City, where it is recognised that there are already significant levels of off-site parking by CBC employees. An additional 900 people using the bus a day are predicted to arrive and leave the site. Given, the existing constraint on the highway network, it is considered that the reliability of buses would reduce as the highway network becomes more congested because of the potential increase in trips. This has the potential to discourage bus users as access to the site on the highway network becomes more unpredictable and infeasible. Therefore, catering for bus users through segregated routes away from the highway network has the potential to provide for more reliable and faster journeys compared to the private car. Overall, journeys to CBC via private vehicle are set to become more infeasible, unreliable and congested.
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9. Future Conditions Gap Analysis
This Chapter compares the future transport infrastructure supply for people travelling to and from CBC and comments on the predicted future demand for transport service into the Campus, to form a gap analysis to enable potential interventions to meet any deficit identified. Table 9-1 summarises the future supply and demand and identifies potential gaps in provision, for which potential interventions are presented in Chapter 10.
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Table 9-1 Future Supply and Demand Gap Analysis (5-year forecast)
Transport Additional Future Supply Additional Future Demand Comments / Potential Interventions Walking A10 Royston to Cambridge Foot and Cycleway 8% mode share for trips to the Site observations near CBC suggested that – has the potential to encourage trips by foot for all Campus with significant numbers of pedestrian infrastructure had significant or part of their journey. The footway is proposed to trips on foot internal to CBC. spare capacity and it is considered that the link a number of Rail Stations along the route and existing provision has the potential to An additional 700 (approximate) two- make walking a viable option for accessing these accommodate additional trips. It is way trips during the peak hours stations. considered that providing the footways are following the build out of the extension kept in similar conditions to their current Chisholm Trail - has the potential to encourage to the Campus. state, they provide an attractive alternative to trips by foot for all or part of their journey. This is a other modes. This can also be supported by committed scheme and currently being built. the fact that many people park away from CBC and walk in which may not be as attractive if footways were in poor condition.
The on-site footways and wayfinding information are inconsistent in nature; therefore wayfinding should be improved around the site and footways should be maintained to a consistent standard.
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Transport Additional Future Supply Additional Future Demand Comments / Potential Interventions Cycling A10 Royston to Cambridge Foot and Cycleway 24% mode share for trips to the The already extensive cycle network is likely – has the potential to encourage trips by cycle for Campus. to be significantly improved should all all or part of their journey. The cycleway is proposals come to fruition. An additional 1,900 (approximate) two- proposed to link a number of Rail Stations along way trips during the peak hours the route and make cycling a viable option for following the build out of the extension accessing these stations. For those originating from Fulbourn, access to the Campus. to CBC from the Fulbourn Greenway Chisholm Trail - has the potential to encourage would involve cycling to Cambridge Railway trips by foot for all or part of their journey. This is a Station and then along the recently improved committed scheme and currently being built. cycling facilities on Hills Road or leaving the Cambourne to Cambridge – proposed off-road Greenway early and travelling down cycleway could encourage more trips from the Wulfstan Way and Nightingale Avenue. west by cycle and connect with the existing cycle Neither Nightingale Avenue or Wulfstan network in Cambridge. Avenue have dedicated cycle provision at present which should be provided to improve Western Orbital – proposed off-road cycleway cycle access to CBC by cycle from the east. could encourage more trips from the west, in combination with the proposed Cambourne to Cambridge Scheme, and make cycle trips easier and faster between West Cambridge and CBC. Cross City Cycling – proposed improved access to Cambridge from the peripheries of the City including a Hills Road/Addenbrooke’s Scheme to improve provision north of Addenbrooke’s roundabout. Greenways – proposed improved access to Cambridge from satellite settlements on the periphery of the City. Histon / Milton Road – proposed improved cycle provision from north of the City which could benefit those staff relocating to Waterbeach Barracks as part of the Royal Papworth Hospital relocation. This is a committed scheme and currently being built.
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Transport Additional Future Supply Additional Future Demand Comments / Potential Interventions Public Cambridge South East Transport Study – 21% bus mode share (including Park Additional public transport demand is Transport Proposed Bus-only link between CBC and and Ride) and 3% CGB mode share predicted to be enough to fill an additional 19 Babraham Park and Ride and proposed inbound for trips to the Campus. single decker buses in the AM peak and 13 bus lane inbound from Babraham Research in the PM peak. Further engagement with An additional 1,500 (approximate) bus Campus to CBC. all bus operators to understand the and Park and Ride two-way trips and potential to provide additional bus services Cambourne to Cambridge – proposed new bus an additional 200 (approximate) CGB to cater for the predicted/forecast increased connection from Cambourne to Cambridge with two-way trips during the peak hours demand to the CBC site. potential for services to continue to CBC via following the build out of the extension Cambridge City Centre or the Western Orbital. to the Campus. Western Orbital – proposed bus connection on or Investigate the potential for direct bus alongside the M11 could improve access from the services to CBC from (but not limited to the north of the City as well as providing and important following locations, where evidence connection with West Cambridge. suggests that there is existing/future demand, especially in relation to large growth proposals: Papworth, Northstowe, Waterbeach, Cambourne, Bourn, Haverhill and Fulbourn.
With an estimated arrival of Papworth staff to CBC in Autumn 2018, there is an immediate short term need to investigate the possibility of provision of a direct shuttle bus service from the Papworth area to CBC. This is likely to require kick-start funding. Discussions with commercial bus operators and/or options for pubic funding of buses could be investigated.
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Transport Additional Future Supply Additional Future Demand Comments / Potential Interventions Park and Western Orbital – exploring the option of Data obtained from CBC has Increase nearby Park and Ride capacity Ride/Park additional Park and Ride spaces at Trumpington or suggested that capacity at to encourage those who use/visit CBC to and Cycle a new site near M11 Junction 11. Trumpington Park and Ride is use this as a mode as opposed to parking predicted to become increasingly on-site or on nearby residential streets. Cambridge South East Transport Study – constrained from November 2018 The need for additional parking capacity at Proposed Bus-only link between CBC and through to April 2019, when an the local Park and Ride sites, particularly to Babraham Park and Ride and proposed inbound additional 300 spaces are proposed to the south west of CBC is clear from the bus lane inbound from Babraham Research be provided. An increase in trips evidence. Trumpington Park and Ride is Campus to CBC. accessing the site from the new already close to capacity and this capacity is developments to the north and west of likely to be further constrained within the Cambridge are also likely to put immediate short term unless mitigated, when
increasing pressure on access to and the Royal Papworth Hospital staff move to spaces at Trumpington Park and Ride. the Campus in Autumn 2018, given that it is a logical location for those travelling from the west. It is therefore proposed that the following interventions are investigated: • Investigate the possibility of increasing the capacity at Trumpington Park and Ride in the immediate short term (by the end of 2018) to help provide capacity for the staff from Papworth travelling on to the site. Any proposals should also investigate if additional bus capacity from the Park and Rides is required; • A new Park and Ride site to the south-west of Cambridge, such as that proposed by the GCP, is recommended for years 1-5, to help provide capacity for sustainable mode choice for those using CBC; • Investigate the possibility of increasing parking capacity at Babraham Park and Ride in years 1-5. Any proposals should also investigate if additional bus capacity from the Park and Ride’s is required;
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Transport Additional Future Supply Additional Future Demand Comments / Potential Interventions • Investigate the possibility of having dedicated CBC parking spaces at Park and Ride sites. Any proposals should also investigate if additional bus capacity from the P&R’s us required; and • Explore the possibility of moving a proportion of the contractor parking to Babraham Park and Ride, where evidence suggests there is some available capacity, whilst also complimenting this by providing dedicated shuttle buses into the development sites as a short-term measure.
It is suggested that a Park and Ride only for CBC be provided close to the site to relieve additional pressure from Babraham and Trumpington Park and Ride whilst providing a prioritised service for those using the site.
Investigate the possibility of provision for dedicated/formalised Park and Cycle facilities from Park and Ride sites to encourage more onward cycle to CBC, to help reduce congestion issues both within the Campus and on the surrounding network. This should include dedicating specific areas of the current Park and Ride sites as ‘Park and Cycle only’, with accompanying facilities such as lockers, cycle parking stands and links to the nearby cycle network.
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Transport Additional Future Supply Additional Future Demand Comments / Potential Interventions Local City Access Strategy – aims to reduce 30% car mode share for trips to the There are no highway improvements Highway congestion in the City Centre and use road space Campus by car and 6% mode share planned that are likely to benefit vehicles, on Network more effectively. for car passengers. Babraham Road or Addenbrooke’s Road. These areas are likely to experience A14 Improvements – improved highway journeys An additional 2,400 (approximate) two- increased capacity pressure in the future. from the north west of Cambridge. This is a way vehicle trips and 600 committed scheme and currently being built. (approximate passenger two-way trips during the peak hours following the M11 Smart Motorways – aims to relieve Reducing congestion on the surrounding build out of the extension to the congestion on the M11. network to improve the reliability for bus Campus. services should be a priority. There are Oxford to Cambridge Expressway – aims to Continued pressure on Addenbrookes currently no physical highway or junction provide a highway link alongside the East West Road and Babraham Road as key improvements planned, therefore the Rail proposals to link key employment hubs along accesses to the Campus. methods for achieving a reduction in the corridor. congestion will should focus on limiting the availability of car parking on or around the campus, which is in line with the policy aims for the area (as set out in Chapter 3).
Car City Access Strategy - proposes controlled The evidence suggests that there is a Further study is required, once the proposals Parking parking zones to help reduce congestion, improve potential for a large deficit in on-site for the City Access Strategy are more journey times, and provide a revenue stream for parking as a result of the demand defined to consider the parking deficit on-site local sustainable transport improvements in the created by the growth proposals, both and on surrounding residential streets which future. on the CBC and in the rest of the is already being experienced. Additional greater Cambridge area. As a result of parking on site should, however, be provided this, demand for parking is likely to with caution as additional parking is only increase off site, including on the likely to encourage additional trips by private surrounding residential streets and at car. the nearby Park and Ride sites.
Subsequently, the parking pressure at these locations is also likely to have demand outweighing supply.
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Transport Additional Future Supply Additional Future Demand Comments / Potential Interventions Cycle CBC Specific Proposals – potential expansion of Additional pressure on both CBC and Cycle parking should be provided where Parking cycle parking on-site in line with requirements. Park and Ride cycle parking areas possible to increase cycle usage within the because of increased cycle trips to the site. If staff and visitors find it easy and Campus. secure their cycle they are more likely to continue to travel by this mode. CBC Partners have undertaken work over the past few years to identify areas where increased/intensified cycle capacity is best implemented. Figure 4-13 of this Report also underlines areas where demand for cycle parking outweigh supply. It is therefore proposed that the following interventions are investigated: • Work with CBC to identify areas where cycle parking on-site can be increased or intensified; and • Work with CBC partners to identify possible funding sources for cycle parking improvements. Provision of additional cycle parking within the site, Park and Ride and Railway Stations to support and encourage cycling, which is a sustainable alternative to private car use. Clean up of abandoned cycles is recommended regularly to ensure that spaces are not continually occupied and therefore not available for regular travellers.
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Table 9-1 summarises the travel supply and demand for the next five-years. There are additional Potential Interventions that have been suggested above those identified in Table 6-1 which could alleviate supply deficits. The additional Potential Interventions that have been identified in Table 9-1 have been expanded upon in Chapter 10 alongside the short-term interventions identified in Table 6-1.
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10. Initial Recommendations to Accommodate Future Travel Demand
This Chapter presents Potential Interventions taken from Chapters 6 and 9 that could be implemented within the next five years to accommodate future travel demand. They have been identified by the project team and stakeholders based on the policies, data and other evidence reported in this Study. They are high level solutions and should be treated as a recommendation for further consideration, development and assessment of benefits and costs. Within each of the categories below, the suggested interventions have been listed in a broad priority order (1 being the highest priority). Nevertheless, all interventions are seen as providing benefit within the next five years, irrespective of their ranking. The rankings are indicative and would need to be reviewed in the light of further development and assessment.
10.1. Immediate Short-Term Growth As highlighted in Section 8.1, a considerable level of development, and therefore increase in trips is due to be occupied over the next 6 to 12 months, putting increased pressure on the transport network in the immediate short term. Table 8-1 is recreated below for information, with those developments expected to come online within the next 12 months bolded. Table 10-1 Staff, Patient and Visitor Trips by Day, by Development
Application Staff Patients (per day) Visitors (per day) (rounded to nearest 50) (rounded to nearest 50) AZ Phase 1 2,500 - 350
Capella 600 - -
Royal Papworth 1,150 400 1,050 Hospital
Heart and Lung 400 (33% employed 50 50 Institute by Royal Papworth Hospital / 66% employed by UoC
Plot 8 87 (64 of these are - - relocating from elsewhere on Campus)
Plot 9 494 - -
Total 5,231 450 1,450
To accommodate up to 6,050 additional daily trips (AZ, Capella and Royal Papworth Hospital) it is considered that some of the Potential Interventions identified in Chapters 6 and 9 should be bought forward to accommodate this growth. These are as follows: 1. Consider the potential for dedicated staff shuttle buses to support key specific flows (e.g. Waterbeach Barracks, Eddington and Northstowe) if public bus services cannot provide adequately for these; 2. Engage with bus operators to identify potential additional direct services to CBC. There are large gaps in direct services to the east, north east and west Cambridgeshire, which may deter users and reduce patronage. Gaps to address would include: a. Papworth, especially after the relocation of the Royal Papworth Hospital to CBC; and
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b. Developments such as Waterbeach where Papworth Staff are likely to relocate to; 3. Explore potential to bring the expansion of Trumpington Park and Ride forward; 4. Explore the transfer of some contractor parking to Babraham Park and Ride, to address the near-term period when there is predicted to be a shortfall in spaces at Trumpington Park and Ride; 5. Consider fare promotions for new staff, to further increase the attractiveness of public transport; 6. Encourage car sharing through promotion of existing car share platforms; and 7. Set up mechanisms for staff of new occupiers, such as Relocated Royal Papworth Hospital staff, to receive travel planning advice and support prior to relocation, to promote knowledge of their options when accessing CBC and ensure that sustainable travel patterns are established from the start.
It is considered that these interventions could go some way to accommodate the growth from the developments in the short term and ease the pressure on the transport network. In the long term, measures included below should be considered to ease pressure more widely and discourage car use where possible.
10.2. Potential Walking Interventions The potential walking interventions are as follows: 1. An audit of existing pedestrian and cycling routes and connectivity requirements within CBC, leading to a strategy for improving the consistency, continuity and quality of these routes. On- site observations found that these routes are currently inconsistent and at times difficult to navigate. Observations also found some footways on site are narrow and uneven in places; 2. Review pedestrian and cycle wayfinding in the light of current routes and those proposed in the strategy described above. The CUH wayfinding must be in line with NHS guidance and should include the potential for ‘best in class’ solutions and tying in with current wayfinding strategy elsewhere in Cambridge; 3. Not all junctions have pedestrian crossings, such as the eastern side of the Long Road/Hills Road junction. Ensuring all crossings with pedestrian desire lines have pedestrian crossing provision would help to accommodate future pedestrian trips; and 4. Reviewing lighting levels and perceived security on pedestrian routes within and around CBC. This is because stakeholders expressed concerns about inconsistent lighting levels.
10.3. Potential Cycling Interventions The potential cycling interventions are as follows (except for cycle parking which is covered in Section 10.5): 1. An audit of the pedestrian and cycling routes, and subsequent strategy, as described above; 2. Providing an extensive cycle network to encourage cycling to CBC. The GCP Greenways cycleway scheme will connect local villages to the site and provide cyclists with a safer route into the site; 3. Develop a scheme to provide an attractive cycling route to CBC from the east (Cherry Hinton, Fulbourn and nearby villages), via Nightingale Avenue and the recently-upgraded cycle entrance at Red Cross Lane. For those originating from Fulbourn, access to CBC from the Fulbourn Greenway would involve cycling to Cambridge Railway Station and then along the recently improved cycling facilities on Hills Road or leaving the Greenway early and travelling down Wulfstan Way and Nightingale Avenue. Neither of these routes have dedicated cycle provision at present. Cycle improvements along these routes have the potential to improve access to CBC by cycle from the east; 4. Keep the capacity and condition of cycle lanes under review, to ensure they are in adequate condition to accommodate the additional demand; 5. Enhancements to the existing cycle/pedestrian cut-through via Car Park H and its linkage to Puddicombe Way and onwards to Main Drive. Building on the recently-implemented Hills Road cycling scheme which leads to this cut-through, it could become a high-quality and highly visible pedestrian/cycle access with good links into the rest of the campus; 6. Provide for cyclists to turn right out of Adrian Way into Long Road (an intervention previously identified by the Cambridge Cycling Campaign); and
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7. Review the scope for cycle access directly between cycle routes and adjoining buildings, such as future developments between Dame Mary Archer Way and the cycle route to Shelford, and incorporate this into site design briefs.
10.4. Potential Public Transport Interventions The potential public transport interventions are as follows: 1. Engage with bus operators to identify potential additional direct services to CBC. There are large gaps in direct services to the east, north east and west Cambridgeshire, which may deter users and reduce patronage. Gaps to address would include: a. Papworth, especially after the relocation of the Royal Papworth Hospital to CBC; b. Ely and Newmarket; and c. New developments such as Cambourne West, Bourn, Northstowe and Waterbeach; 2. Consider the potential for dedicated staff shuttle buses to support key specific flows (e.g. Waterbeach Barracks, Eddington and Northstowe) if commercial bus services cannot provide adequately for these; 3. Engage with bus operators to identify improved off-peak services. Consider extending the duration of high frequency service periods to cover more of the pre-AM peak and post-PM peak periods which are particularly used by shift workers. This was one of the key issues identified by stakeholders. If not viable on a purely commercial basis, these may require a degree of financial support; 4. Review the impact of visiting hours and consider interventions to either increase bus capacity at relevant times or encourage visiting at off-peak times; 5. Consider fare promotions for staff, to further increase the attractiveness of public transport; 6. Further promotion of the existing patient courtesy bus through media campaigns and on-site promotional activities. Stakeholders commented that this is a useful service but under-used and under-promoted; 7. Measures to improve the attractiveness and awareness of existing bus services, including additional Real Time Passenger Information displays, amendment of timetables in line with actual journey times, off-bus ticket purchasing opportunities, further promotion and publicity such as face-to-face engagement on-site, and maintaining the condition of the buses and bus stops. These were identified by stakeholders as potentially valuable. This should include additional ‘where to catch your bus’ information, both to assist bus users and to promote the range of services available, given the complexity of existing bus stopping arrangements; 8. Carry out further work to understand the most desirable medium-term strategy for bus stop location and bus routing within CBC. This should consider and balance the goals of: a. Offering passengers convenient access to all parts of CBC, from all bus routes; b. Making the service offer comprehensible and ‘marketable’ as part of encouraging bus use; c. Minimising bus journey times and mileage; and d. Maximising connectivity to/from a future Cambridge South station; This may ultimately point to a central bus station at the heart of CBC, a central bus spine route through CBC, or another solution, and might require a frequent campus shuttle bus to provide very local connectivity and reduce walking journey times; and 9. Use of EURO6 buses and provision of rapid charge electric vehicle points for use by Taxi’s only in order to contribute to improving air quality in the area.
10.5. Potential Parking Interventions The potential car parking interventions are as follows: 1. CCC are considering the extension of on-street parking controls. Although this may put additional pressure on parking within CBC, it could encourage individuals to take more sustainable forms of transport; 2. Identify the range of reasons why staff park in nearby residential areas and relevant policy responses (considering potential extensions of controlled parking zones being considered by CCC); 3. Review existing small pockets of parking, particularly those at the heart of the campus, to identify those where users could be relocated to vacate space for pedestrian, cycling or public realm enhancements, as well as potentially reducing traffic volumes and conflicts in those areas; and
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4. Review the management of staff parking demand for existing and future occupiers across CBC, including potential adjustments to pricing structures or eligibility criteria, with the aim of: a. Maintaining the correct level of parking demand within the available supply, bearing in mind that growing patient and visitor demand will need to get priority; and b. Evening-out the issues with some parking areas being over-popular and others not fully used.
The potential cycle parking interventions are as follows: 1. Continuation/formalisation of the cycle clearing scheme which removes abandoned cycles, with a potential need to increase frequency if required. On-site observations found significant numbers of cycles that appeared to be abandoned; 2. Work closely with CBC to provide the additional cycle spaces recommended in the 2015 Access to Addenbrooke’s Modal Choice Document and identify further areas where cycle parking on- site can be increased an intensified Stakeholders also highlighted the closure of an area, including cycle parking, near the Frank Lee Centre which could be re-opened to provide additional parking quickly; 3. Work with CBC Partners to identify possible funding sources for cycle parking improvements; and 4. Consider whether, as part of a sustainable transport focus, existing car parking spaces could be converted into cycle parking spaces (especially as one car parking space converts into multiple cycle parking spaces). See also recommendation above concerning existing small pockets of car parking that could be converted into cycle parking.
10.6. Potential Park and Ride/Park and Cycle Interventions The potential Park and Ride/Park and Cycle Interventions are as follows: 1. Increase nearby Park and Ride capacity to encourage those who use/visit CBC to use this as a mode as opposed to parking on-site or on nearby residential streets. Possible interventions include: a. Investigate the possibility of increasing the capacity at Trumpington Park and Ride in the immediate short term (by the end of 2018) to help provide capacity for the staff from Papworth travelling on to the site. Any proposals should also investigate if additional bus capacity from the Park and Ride sites is required; b. Increased Park and Ride capacity to the south-west of Cambridge, such as that proposed by the GCP, is recommended for years 1-5, to help provide capacity for sustainable mode choice for those using CBC; c. Investigate the possibility of increasing the parking capacity at Babraham Park and Ride in years 1-5. Any proposals should also investigate if additional bus capacity from the Park and Ride sites is required; and d. Investigate the possibility of having dedicated CBC parking spaces at Park and Ride sites; and e. Explore the possibility of moving a proportion of the contractor parking to Babraham Park and Ride, where evidence suggests that there is some available capacity whilst also complimenting this by providing a dedicated shuttle into the development sites as a short- term measure. 2. Provision of a Park and Cycle site outside CBC, to reduce congestion near the site and promote sustainable transport. Cambridge has a very large propensity to travel by cycle, as evidenced by mode share figures. Park and Cycle capacity may also come in the form of a bike hire scheme to and from Trumpington Park and Ride and Babraham Park and Ride, or a bike share scheme throughout the city (such as the existing Ofo scheme), as suggested by stakeholders. This could include formalisation of facilities at the existing Park and Ride sites, including measures such as dedicated areas for parking adjacent to cycle storage locations, with greater numbers and quality of storage facilities for cycles and associated equipment; 3. It is suggested that a Park and Ride for CBC only could be investigated closer to the site to relieve pressure from Trumpington and Babraham Park and Ride whilst providing a prioritised service for those using the site; and 4. Investigate the possibility of provision for dedicated/formalised Park and Cycle facilities from Park and Ride sites. This should include dedicating specific areas of the sites for ‘Park and Cycle only’, with accompanying facilities such as lockers, cycle parking stands and links to the nearby cycle network.
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10.7. Potential Local Highway Interventions The potential local highway interventions are as follows: 1. Stakeholders suggested improved traffic signals on Addenbrooke’s Road could reduce the chance of traffic queues reaching the M11 Junction 11 bridge, which has been observed to be congested due to right turning on traffic on the northbound side of Hauxton Road; 2. Continue to support sustainable travel to reduce dependence on private car modes; 3. Stakeholders suggested the need to review signal timings at the Hills Road access to optimise traffic flow within the immediate vicinity of CBC. This is being monitored by CCC; and 4. Provision of additional electric vehicle charging points on Campus to encourage us of these vehicles to access the Campus.
10.8. Other Potential Interventions Other Potential Interventions are as follows: 1. Reviewing the attractiveness and promotion of existing car-share options (including the Camshare county-wide platform and the specific arrangements at Cambridge University Hospitals, which include a dedicated parking area for car-sharers). It may be possible to enhance the range of benefits available for car-sharing, such as extending a dedicated/priority parking offer across CBC; 2. Set up mechanisms for staff of new occupiers, such as relocated Royal Papworth Hospital staff, to receive travel planning advice and support prior to relocation, to promote knowledge of their options when accessing CBC and ensure that sustainable travel patterns are established from the start. This could be in the form of an online travel plan through which the business provides incentives for employees to undertake. Through this, employees could request face-to-face guidance if required; 3. Annual surveys should continue for monitoring purposes, with a view to implementing new strategies should the existing proposals be ineffective; 4. Control of HGV’s entering the Campus through an off-site freight consolidation point. This would reduce the number of HGV’s accessing the site and contribute to improving air quality in the area; and 5. Inclusion of rapid electric charging points for taxis to encourage taxi fleets to include these vehicles and help improve air quality in the area.
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11. Summary and Conclusions
Atkins has been commissioned by CCC to undertake a Transport Needs Review of CBC on behalf of the GCP. This Study is a desktop review of existing data, a gap analysis between existing travel supply and travel demand and future travel supply and travel demand.
11.1. What Does Travel to CBC Look Like Now? CBC has a range of transport links that cater for all modes, although demand for some modes is exceeding supply, particularly existing cycle and car parking levels and significant highway congestion. Census and RSI data found that CBC staff are predominantly located within the south of Cambridge, Haverhill, surrounding south eastern Cambridgeshire villages, Cambourne, Royston and Fulbourn. Travel to work data shows that the south is the main corridor by which commuters’ access CBC, with 88% of commuters travelling from the south east or south west (via Babraham Road and Addenbrooke’s Road). RSI data showed that patients tend to originate from a significantly wider area, in locations such as Ely and Saffron Walden, but local access is consolidated and dominated by people travelling via the southern access routes. The main purposes for travel to CBC were work (42%), other business (including medical appointments) (39%), or personal business (10%). Walking levels are reasonably low accessing the site, with a mode share of only 3% for staff and 1% for patients. On-site observations found that although not all junctions have pedestrian priority, most do and footways are often of an adequate width and level. Cycling catchments show that most of Cambridge is within an 8,500m (40 minute cycle) catchment of CBC, with 33% of staff cycling to work and a lower mode share of 4% for patients98. The local cycling network provides reasonable links to wider infrastructure. Accident data showed that 52% of local accidents involve at least one cyclist, which may be due to total numbers travelling along Hills Road, Trumpington Road and Long Road during peak times. It is also considered that cycling links can accommodate current demand. With a high mode share of 28% staff and 9% patients99, there is a propensity to travel by public transport to the site in some instances, which could be increased further if service improvements and increased reliability were brought forwards. The bus services around CBC cover the site with nine stops within a 1,000m (approximately 10 minute) walking catchment from the CBC centre, including the Addenbrooke’s hospital bus station and CGB route. There is a lack of bus services to the east, north east and west of Cambridge, although it is considered that existing supply is providing services to most of the concentration of staff accessing the site. The locations of the bus stops within CBC means staff and patients may have to traverse the site to get to their destination as the bus service does not stop near it. The local highway network is currently operating at capacity, resulting in several areas of significant congestion, notably Babraham Road in the AM Peak and Addenbrooke’s Road in the PM Peak. This is supported by 2016 TrafficMaster data and site observations. In terms of the performance of the local highway network, on-site observations found that although traffic was slow with points of congestion around traffic signals, it was not gridlocked. Both car and cycling parking levels are currently over capacity. The current level of car parking supply within CBC is 4,950 spaces. Data received from CBC showed that 15 of the 38 car parks are operating over capacity, with the entire site having an occupancy level of 87.5%. With new developments, the demand for parking is likely to increase. CUH estimates that an additional 1,106 individuals park their cars on-street outside of CBC and walk. CBC also assesses the current performance of cycle parking on-site. Out of the 19 sites, 11 sites had more cycles parked than spaces provided. In total, there were 3,151 cycles parked in 2,973 spaces. This deficit is due to the unofficial parking on-site in which it was observed that cycles were parked on barriers, rails and trees, therefore parking is over-capacity.
98 2015 data. 99 2015 data.
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11.2. What Will travel to CBC Look Like in Five-years’ Time? Future transport schemes will provide an extensive cycleway network from the surrounding villages, with the potential for additional bus links from the west (Cambourne to Cambridge and Western Orbital schemes) and the south east (Cambridge South East Transport Study). In addition, Highways England SRN improvements aim to improve the capacity of some roads that are currently at capacity. Using planning applications for the CBC site, there is expected to be approximately 4,300 additional trips in the AM peak and an additional 3,500 trips in the PM peak because of development on site. Bus services will become constrained when they are not prioritised over other modes of transport, resulting in increased journey times, reduced reliability and lower utilisation. Bus services are dependent on the commercial viability of each service, which may mean that services may discontinue or not start if they are not profitable. Using future predicted trip totals and distribution figures, the data suggests that Babraham Road and Addenbrooke’s Road will be highly impacted by additional vehicular trips, resulting in greater congestion, with Long Road and Hills Road being affected too. This is expected with additional trips entering and exiting the site. Steps to reduce additional vehicular trips will need to be taken to reduce the impact on the local highway network. In terms of parking, CBC states that car parking demand and supply will balance by 2025, if all car parking developments are built. However, there is likely to be a deficit in the intervening period depending on the phasing of site development. These figures are indicative and with the right management, the deficit may be able to be mitigated although the concern over significant off-site parking levels would remain. Lack of parking on-site could encourage new staff, whose travel habits are yet to be instilled, to choose to travel by sustainable modes. Therefore, provision of additional parking on site should be considered carefully whilst recognising that providing more spaces will be likely to lead to more trips on the highway network. Cycle parking is currently over-capacity and therefore CBC Parking Strategy recommends the total number of spaces that should be provided to accommodate future demand. It is recommended that a surplus of spaces is provided to ensure that people do not have to search for a space, reducing barriers to use of cycle as an access mode to CBC.
11.3. Recommendations Chapter 10 provides high level recommendations of Potential Interventions that could help accommodate existing and future travel supply within the next five years. Given the highway network is at capacity currently, it is unlikely that a significant number of trips can be added by highway without causing additional congestion that prohibits the growth of the CBC as an employment centre. Therefore, to ensure that the growth of CBC can continue, interventions to encourage modal shift away from private car are required to meet the transport requirements of the site. First and foremost, support and implementation of an effective and active travel plan will inform users of CBC how to access the site with an aim of reducing dependency on private vehicle modes. If all proposed interventions are implemented, it is possible that a higher percentage of CBC users will be encouraged to use sustainable transport. This number could further increase if other public transport modes were developed to serve CBC such as the proposed Cambridge South Station to reduce overall car usage from the local highway network. If implemented within five-years, Cambridge South Station has the potential to significantly reduce the need for car travel into CBC from areas such as Peterborough, Ely, Newmarket and London amongst other smaller stations on the same line. This catchment could be further expanded with the provision of Soham station, the relocation of Waterbeach station in addition to East West Rail developments and the potential for a Cambridge to Colchester line via Haverhill. Whilst the proposed Cambridge South Station is in the very early consideration stage it has been given a total of £10 million funding as an alternative to car and bus travel into CBC. It is recommended that further work on the feasibility of Cambridge South Station be explored in future phases.
11.4. Further Work This Report concludes Part 1 of the Study. This Report has highlighted Potential Interventions for the next 5 years to 2022, as outlined in Chapter 10.
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This Report has also identified an immediate need for intervention within the next 12 months to accommodate developments including AstraZeneca, CBC Phase 1 and the relocation of Royal Papworth Hospital. These developments do not include major improvements to transport supply and as a result it is likely that the additional trips generated will be biased towards travel by car. Given that it is difficult to influence change in travel behaviour once trip making in ingrained, it is recommended that immediate measures are bought forward within the next 12 months to enable sustainable travel choices as these developments are completed. Section 10.1 identifies suitable measures to be implemented within the next 12 months. It is recommended that further work on assessing the demand that these measures could accommodate and developing them through feasibility stage be considered as an immediate next stage of this Study. Further work in Part 2 and Part 3 will look beyond the five-year horizon for transport considered within this Report, investigating the transport requirements to support the continued growth of CBC further in to the future. One Potential Intervention to be considered in Part 2 and Part 3 is the transport impact of a rail station located close to the CBC site, to understand the combination of transport measures that would be required in the area if a station was to be constructed, as well as the requirements should the station not be further developed.
Appendices
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Appendices
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Appendix A. Stakeholder Workshop Minutes
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Meeting Notes
Project: Cambridge Biomedical Campus Transport Needs Review
Subject: Stakeholder Workshop
Meeting place: Franke Lee Centre, CBC Meeting no: 1
Date and time: 22 November 2017 Minutes by: AB
ITEM DESCRIPTION & ACTION 1 Introduction from Matthew Bowles (CCC) 2 Presentation from Sam Appleton (Atkins) Atkins presented highlights of the study findings to date. There were three key questions to be answered by attendees at this workshop: • Is our understanding correct? • Is our understanding complete? • Are there any other “quick wins” (things that could be implemented within five years)? 3 Key feedback from attendees on work to date (Q1 & Q2) (organised by key theme) Papworth Relocation • There is no direct bus route from Papworth to CBC meaning people need to change in central Cambridge and Cambourne in some cases; and • Lack of bus access is affecting recruitment and retention of staff at Papworth and may have the opposite problem for staff at Papworth once it has been relocated. Bus Services • Although there are gaps in services, a bus route is not commercially viable when there is little demand; • Suggestion of funding to kick start bus route to show bus operators that there is demand for a new service; • Reliability issues in a service is likely to detract usage as the private vehicles are seen as more attractive;
Next meeting: To be Advised Distribution: Attendees and Invitees Date issued: 22 November 2017 File Ref: 5161508 NOTE TO RECIPIENTS: These meeting notes record SNC-Lavalin understanding of the meeting and intended actions arising therefrom. Your agreement that the notes form a true record of the discussion will be assumed unless adverse comments are received in writing within five days of receipt. stakeholder workshop 1 (22 nov 2017) minutes issued 2017-18-08.pdf 1
• Reliability is hard to measure as there is no single way; • Presentation suggestion - show the extremes of unreliability as a worst-case scenario; • Understanding bus capacity could identify interventions and services that are over-capacity – if services are full than the attractiveness of a service could decrease and discourage public transport usage; • Bus services that link to shift patterns would further encourage bus usage. These services would include earlier starts/later finishes and weekend services. It was identified that there are lower frequencies after 18:00; and • Patient courtesy bus is considered to be under-used / under-publicised although it can be used by staff. It is a charity and is only used by 75 users a day. Park & Ride • Stakeholders stated that usually there are queues to Park & Ride which would further increase journey time and congestion on the wider highway network; • A reason for the congestion could be that the Park & Ride sites each have access by car from only one road; • It was stated that there was more of a propensity to walk from Babraham Park & Ride than Trumpington Park & Ride; and • Many people consider the cost of Park & Ride parking versus onsite parking. CGB • The busway gets full during peak periods. Some state it gets full from the Swavesey stop inbound into Cambridge. Rail • Cambridge Rail Station is not in a convenient location for users of CBC and requires a bus journey/cycle ride to get there; and • Presentation suggestion - future supply – a wider plan of railway stations will help readers understand what areas have access to Cambridge/Cambridge North stations. Cycling • Presentation suggestion – It would be good to understand how many people are cycling from ‘outside hubs’ (e.g. Park & Rides) to identify the propensity of cycling from further sites. Walking • There is a perceived safety issue when walking to and from Park & Ride sites which could be addressed by informing police of the perception and lighting a safe (in terms of road safety) route; • There are perceived wayfinding issues within the site as it is difficult to navigate the site. It was noted that Cambridge Ahead is working to improve this; and • Footways within the site are considered to be poor in places and mis-matched. A potential intervention could be to improve the footways within the site to provide better walking access. Car Travel • Observations by stakeholders are that there is a heavy and growing tidal flow in residential areas; and • It has been observed that the main Addenbrookes roundabout traffic light timings may have recently changed which is reducing traffic flow near Main Drive.
stakeholder workshop 1 (22 nov 2017) minutes issued 2017-18-08.pdf 2
Parking • Stakeholders raised that potential proposals for residents’ parking could be examined, along with highlighting that those who currently park on-street may change their behaviour when parking availability and restrictions change in the near-future; • It was raised by stakeholders that the deficit of car parking spaces, with up to 3000 extra spaces required going forward, needs to be better reflected in the study; • The potential impact of increasing demand for parking spaces on adjacent villages was raised; • Stakeholders raised the potential impact of current demand trends on the Controlled Parking Zone in place in the CBC area; • It was noted that there is an ongoing review, examining parking and the eligibility of staff; • Concerns were raised by stakeholders about current obstructive parking and the traffic associated with parking search, as well as the fact that some residents have to wait before being able to park. Locations included Nightingale Avenue, Red Cross Lane and adjoining streets; • It was also raised that if Nightingale Avenue and Red Cross Lane becomes a cycle route, this will have a consequential effect on parking; and • It was noted that there were concerns over where additional car parking spaces will be located. Travel Plan • Campus travel plan to aid in short term resolutions although there is no delivery programme. Other • Raised that the travel patterns of staff new to the campus should be considered; • The Western Orbital scheme is pivotal to travel patterns to and from CBC; • The seasonality of trips/traffic, and in particular those trips that are weather dependent, should be considered; • Stakeholders raised that the potential wider impact of housing developments, not linked to CBC directly, should be considered. For example, 3500 houses being built in Haverhill will have a significant impact on travel patterns; • A query was raised on the possession of staff shift data although this has not been obtained; • Smarter Cambridge Transport’s work should be looked at; • Noted that the main staff shifts on CBC are between 7-8am and 7-8pm but significant other shifts occur at other times (starting at 10am, 12pm and 2pm); • Raised that delivery service routes are vital to keep CBC running, and that these are different for each building; • Key future employee housing locations were raised by stakeholders, for example sites at Northstowe and Eddington; and • Potential patient activity growth in the future should be considered. 4 Additional Potential Interventions identified by attendees (Q3) Bus Services • Discounts, such as one for those holding an A2 staff card, could incentivise increased bus usage. Smart cards would also encourage further bus uptake; • Buses could be permitted to use a bus gate at St Ives to improve the reliability of services;
stakeholder workshop 1 (22 nov 2017) minutes issued 2017-18-08.pdf 3
• It was noted that the turning location of buses on site could be improved; • Existing smart ticketing and contactless payment options on public transport could be given more publicity to encourage uptake; • Stakeholders raised the possibility of advance tickets for bus services, and also a potential patient card; • It was suggested that the hours of high frequency bus services could be extended; • A bus service running from Papworth Everard to CBC could be set up, potentially running from Papworth to Cambourne and onto CBC via the M11; • Stakeholders raised the subject of a patient courtesy bus, which is currently under used and under advertised. The patient courtesy service is available to staff as well as patients and usually has about 75 users a day; It was suggested that awareness of the bus could be raised. • It was suggested that RTPI data should be available to bus users at all bus stops on campus; • The condition of bus stops should be monitored and maintained; and • Existing bus-only measures in and around CBC should be enforced. Cycling • Stakeholders suggested segregated busway cycle/pedestrian routes. In addition, it was suggested that cycle routes should be segregated from pedestrian routes for improved safety; • Walking and cycling should be promoted further as viable options, and the safety concerns held by the public regarding these options should be better addressed; • Stakeholders highlighted the closure of an area, including cycle parking, near the Frank Lee Centre; • The idea of hire bikes between Park & Ride sites and CBC was suggested; • Improved cycle infrastructure along a variety of routes was suggested by stakeholders. This included a cycleway, funded via a Section 106 agreement. Adequate cycle access and improved safety for cyclists along Long Road was also highlighted, as well as improved infrastructure on Hadrian Way; • It was also highlighted by stakeholders that safe cycle and pedestrian access along the A1307 was important; and • It was suggested that the existing closed car park on CBC could be transformed into cycle parking. Walking • Stakeholders highlighted that walkways are currently poorly lit and isolated; • It was suggested that walking safety could be improved, and these actions publicised; and • Wayfinding, and the signage related to this, could be improved. Parking • Additional on-campus parking was suggested. Car Traffic • A review of traffic signal timings on the roundabout adjoining the CBC Main Drive. Park & Ride • Park & Ride sites, situated in better locations and accompanied by dedicated bus lanes, were proposed; and • It was noted that something could be done to improve Park & Ride ticketing machines, which at times are currently difficult and confusing with long queues.
stakeholder workshop 1 (22 nov 2017) minutes issued 2017-18-08.pdf 4
Blue Light Access • A separate access road for the ambulance station was suggested, as well as highlighting that a blue light/servicing route should be considered in future proposals for on-campus infrastructure; • It was suggested that emergency vehicles utilise the busway to progress through the traffic from Trumpington into the City Centre; and • Emergency service Green Wave systems (currently used in York) turns traffic signals green to allow emergency vehicles through junctions without the need to slow down/stop. Other • It was highlighted that engagement with local police and neighbourhood safety leaders could be improved; • Stakeholders noted that in addition to initiating schemes that improved travel conditions, schemes that have the potential to make conditions worse should be halted or amended appropriately. The latest work on the access junction was highlighted by stakeholders as an example of such a scheme; • Tidal ANPR control could be utilised to maximise road network capacity; • A 2012 Cambridge Cycling Campaign report was highlighted, which may contain useful information for informing potential quick wins; • Stakeholders suggested that CBC should capitalise on the arrival of new employers as an opportunity to further improve transport and access; and • It was suggested that the interconnectivity of employment sites could be improved.
stakeholder workshop 1 (22 nov 2017) minutes issued 2017-18-08.pdf 5
Appendix B. Cambridge Cycle Network Map
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N T
H O S Byron’s Pool B PT D R AM A NE O L W R Nature Reserve TH E S R N ' P I MidsummerD Common K A 9 Fitzwilliam College O E N S D ROA N AV R ST O T ST LFO S L PK SHE P P E P R
R E O P C N L LW A TO A M N R ES A A U
10 Girton College D L 1 A O U R F L G P MB O 3 C S H R A 07 E RA T K O B TER ROAD TU K LD E RS L M H R I T B O A L D LS B R R O N A P 11 Gonville and Caius College D 14 B C ID R O O T N D N R U D S G HST O R E U R R E AG T A D RC N R R D RR D V NS N S U R S D E A A T H Y O C E W E O G A 12 Homerton College O T E A T E W R S R 1 S D C N T I R H E M U MAN Y Y ND N N 3 A I LA C T A I P T R S U S NS E S 0 W W C H U N K D T O O A 1 L T MS S R R E K J G O A U U Y CL L D OS E Y B J A L 25 T RO N T J A E 13 Hughes Hall R T H O L C ES RK I A HW U A G R E RR S M C X Y O L M R I A U NHA T AN EW U LE N E E N P A W A L S N E ST 26 MA E Y A L V D E R M IDS' CAUSEWAY S A T R T R A A D CH S C Y S O LL D G H O R O N N T OA 14 Jesus College S R E O R S S L 'S N S E B S F D T H K T FO P B W O T S O A A A E A O R BR N I H H N B I D L H I T C IVE DE A M F D I D R S E NE R O R T A EN A L G 15 King’s College C R L T H L A Y KING STREET K S RE S EL L A S D A T W W T EE C A W E M R S S WILLO R D A T M11 RO M AV AY I P T R D O R N Grafton N E E R L W O N D T A N C L I 28 T EW L A E E T 16 Lucy Cavendish 9 A B A S SQ Centre EX E D WE Y 0 O S R D X FITZROY ST B 3 R E 29 O ALK Nine Wells Nature Reserve S E U 1 CLO O H ST H 'S L C T S R A K LI S O L HOP E S EN E S E U B 17 Magdalene College BI BI 'S R R S N IG S O S E R H R AD G D W Y D H O S O O S R A
Christ’s Pike’s Walk A Q A S
P D K A E W N T Y LANE T
' A D T O K O S Y S AY O I ROSE T W R L 29 S R C P C E C S O E A R A D S A VE N Milton’s WalkPieces R LM S T R T ' I T L 18 Murray Edwards A I B RAG A E R D C ST Y A A R G E H U T S D O R E A I IC R L OK K IN N R S S T SE V E O W T S T U D I FA T A P 11 S E E N N S R R R A ST C
M DR S H B L ET Y N J E E T L
VE IC N D K A EA D D G
R L R
E R E R E AF 19 Newnham College M I S R
D A D A DR M L E T
D B D O T
H T M H T Bus ST A 30 N
H R E S U
M S S L T M T C E J E M S M T O E M G V E RI RY T E Station V S HN V L I B E GL M D To CU A R CT R ST E 20 Pembroke College E EB AR 1 B E F TY N S O N A To Shelford RKE PET TR R N D P A D E IA O D E ST L PR O N E R T T D Shelford E S P O N A A N S P Lion Yard W L PA E E P L 21 Peterhouse S E R W E M 3 ' K R N C S U A T 23 15 H ER A R R A To Hauxton E L K D I S N S UR W OW L T D C T A R C O A L O EET O P M R 22 Queens’ College R M B TH S N L S ' E E E H T G T Grand T S XC M T N E’ R I H E EN F Arcade O K P C
23 Robinson College T A B R A W
R N R A
E S K K R U G E T SID R R E S AN 8 E A E MP S T D 24 St Catharine’s College C T E W A H T D C Q EE O I R N R A R U O ST D O O E R T E G Signed primary network on road On-road cycle lane National Cycle Network (Sustrans) Cambridge University locations Pinch points. Restricted width for trailers GTO IN W W R S E L N W ' E A 25 St Edmund’s College N L N S T 24 N DO I E S N N S K T R G A L S P N 5 T P 26 St John’s College N L H L T University / College locations P E Cycle and bus lane Regional Cycle Route (Sustrans) d TOL N Signed primary network separate a Blue sign destinations T BO Reality D 22 R S N VE R 27 Selwyn College Ro IL I Checkpoint S S Q R ams E from traffic h U C n OU M ra EE 28 NE I G A R Parkers T N L L E 28 Sidney Sussex College IL R G E R ' M 20 T O Cycling prohibited at all times S E C Cycle Park Other university locations Colleges and secondary schools T S Piece 'S R NI R N A M R RY U N O T L O MA TE T R ST M A S E P 13 A T 29 Trinity College S TLE E P OUR D T G E D IT N C E L Local links and links to villages on road 27 R L LA IN RR R L VE TE 7 E NT I IL G E V S TO TE T TE N 30 Trinity Hall N R O Cycling prohibited Mon-Sat 10am-4pm Busy roundabout or junctions. Take care Hospital One-way street M N R G S IA N A 21 T ILL C 6 W IS E G TZ R 31 Wolfson College FI C E Local links and links to villages separate O S UR H A Temporary route diversion T M from traffic Bridleway (useable when dry) Railway line 3 Bike shops (see other side for details) R R O O 19 A A D D
Cambridge.indd 1 04/11/2014 12:24
Appendix C. Bus Service Information
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Technical note
Table 1. Services that stop at CBC Service Day(s) Origin Destination Route First Frequency Last reaching reaching CBC CBC Busway A Weekdays St.Ives Trumpington P&R Round CBC 06:42 15 mins 18:27 Weekdays Trumpington P&R St.Ives Round CBC 06:48 15 mins 18:18 Weekdays Somersham Trumpington P&R Via Colne, Earith, Needingworth, 07:42 1 hour 08:24 St.Ives Weekdays Ramsey Trumpington P&R Via Warboys, RAF Wyton, St.Ives 07:57 1 hour 08:57 Weekdays Trumpington P&R Somersham Via Colne, Earith, Needingworth, 17:18 30 mins 17:48 St.Ives Weekdays Trumpington P&R Ramsey Via Warboys, RAF Wyton, St.Ives 17:03 30 mins 17:33 Saturdays Somersham Trumpington P&R Via Colne, Earith, Needingworth, 08:42 N/A N/A St.Ives Saturdays Ramsey Trumpington P&R Via Warboys, RAF Wyton, St.Ives 08:57 N/A N/A Saturdays St.Ives Trumpington P&R Round CBC 07:27 15 mins 20:05 Saturdays Trumpington P&R St.Ives Round CBC 07:48 15 mins 20:18
School days St.Ives Long Road 6th Form Direct from Cambridge Rail Station 08:19 N/A N/A School days Long Road 6th Form St.Ives Direct to Cambridge Rail Station 16:26 N/A N/A
Single service on Chatteris Trumpington P&R Via Pidley, St.Ives 08:19 N/A N/A weekdays Single service on Trumpington P&R Chatteris Via Pidley, St.Ives 16:48 N/A N/A weekdays Saturdays Trumpington P&R Somersham Via Colne, Earith, Needingworth, 17:48 N/A N/A St.Ives Busway R Weekdays Trumpington P&R Cambridge Rail Via MRC stop 05:53 15 mins 09:10 Station Weekdays Trumpington P&R Cambridge Rail Via MRC stop 16:10 15 mins 20:40 Station
Bus Services.docx 1
Technical note Service Day(s) Origin Destination Route First Frequency Last reaching reaching CBC CBC Weekdays Cambridge Rail Trumpington P&R Via MRC stop 06:05 15 mins 09:20 Station Weekdays Cambridge Rail Trumpington P&R Via MRC stop 17:20 15 mins 20:52 Station Busway U Weekdays Eddington CBC Puddicombe Round CBC 07:17 15 mins 19:34 Weekdays CBC Dm Mary Archer Eddington Round CBC 07:17 15 mins 19:34 Way PR3 Weekday/Saturday Trumpington P&R Downing St, Cambs Via A1309, A1134 N/A 10 mins N/A Weekday/Saturday Downing St, Cambs Trumpington P&R Via A1309, A1134 N/A 10 mins N/A Sunday Trumpington P&R Downing St, Cambs Via A1309, A1134 N/A 15 mins N/A Sunday Downing St, Cambs Trumpington P&R Via A1309, A1134 N/A 15 mins N/A 26 Weekdays Trumpington P&R Royston Bus Station Via Harston, Foxton, Melbourn N/A 1 hour N/A Weekdays Downing St, Cambs Royston Bus Station Via T'ton P&R, Harston, Foxton, N/A N/A N/A Melbourn Weekdays Royston Tesco Downing St, Cambs Via T'ton P&R, Harston, Foxton, N/A 30 mins N/A Melbourn Weekdays Royston Bus Station Trumpington P&R Via Harston, Foxton, Melbourn N/A 1 hour N/A Saturdays Downing St, Cambs Royston Bus Station Via T'ton P&R, Harston, Foxton, N/A N/A N/A Melbourn Saturdays Trumpington P&R Royston Bus Station Via Harston, Foxton, Melbourn N/A 1 hour N/A Saturdays Royston Tesco Downing St, Cambs Via T'ton P&R, Harston, Foxton, N/A N/A N/A Melbourn Saturdays Royston Bus Station Trumpington P&R Via Harston, Foxton, Melbourn N/A 1 hour N/A 132 Sundays Drummer St, Cambs Saffron Walden Via CBC hospital bus station, Long 10:20 2 hours 18:20 Rd, T'ton P&R, Duxford Sundays Saffron Walden Drummer St, Cambs Via CBC hospital bus station, Long 09:45 2 hours 17:45 Rd, T'ton P&R, Duxford
Bus Services.docx 2
Technical note Service Day(s) Origin Destination Route First Frequency Last reaching reaching CBC CBC Citi 7 Weekdays Emmanuel St, Cambs Saffron Walden Via CBC hospital bus station, 07:14 1 hour 18:34 Sawston, Duxford Weekdays Emmanuel St, Cambs Sawston Via CBC hospital bus station 07:39 N/A 23:40 Weekdays Sawston Emmanuel St, Via CBC hospital bus station, Dme 06:42 N/A 23:42 Cambs Mary Archer Way Weekdays Saffron Walden Emmanuel St, Via CBC hospital bus station, Dme 07:22 1 hour 20:42 Cambs Mary Archer Way, Sawston, Duxford Saturdays Emmanuel St, Cambs Saffron Walden Via CBC hospital bus station, 07:14 1 hour 18:34 Sawston, Duxford Saturdays Emmanuel St, Cambs Sawston Via CBC hospital bus station 07:34 N/A 23:40
Saturdays Sawston Emmanuel St, Via CBC hospital bus station, Dme 06:42 N/A 23:42 Cambs Mary Archer Way Saturdays Saffron Walden Emmanuel St, Via CBC hospital bus station, Dme 07:22 1 hour 20:42 Cambs Mary Archer Way, Sawston, Duxford Sundays Emmanuel St, Cambs Sawston Via CBC hospital bus station 10:07 30 mins 18:37
Sundays Sawston Emmanuel St, Via CBC hospital bus station, Dme 09:25 30 mins 18:25 Cambs Mary Archer Way 16A Weekdays Great Thurlow Drummer St, Cambs Via Balsham, Fulbourn, hospital bus 08:10 N/A N/A station, Rosie Maternity, Keith Day Weekdays Drummer St, Cambs Great Thurlow Via Balsham, Fulbourn, hospital bus 16:57 N/A N/A station, Rosie Maternity, Keith Day 18 Weekdays Eltisley Drummer St, Cambs Via Caxton, Cambourne, 08:13 N/A N/A Trumpington 31 Weekday/Saturday Hospital Bus Station Fowlmere Via Shelfords, Hauxton 10:25 1.5 hours 14:55 Weekday/Saturday Drummer St, Cambs Barley Via Hospital Bus station, Shelfords, 16:30 2 hours 18:35 Hauxton
Bus Services.docx 3
Technical note Service Day(s) Origin Destination Route First Frequency Last reaching reaching CBC CBC Citi 1 Weekday Arbury Fulbourn Via hospital bus station, Cherry 07:29 10 mins 19:29 Hinton Weekday Fulbourn Kings Hedges Via hospital bus station, Cherry 06:32 10 mins 19:12 Hinton Saturdays Arbury Fulbourn Via hospital bus station, Cherry 07:59 10 mins 19:29 Hinton Saturdays Fulbourn Kings Hedges Via hospital bus station, Cherry 07:32 10 mins 19:12 Hinton Sundays Arbury Fulbourn Via hospital bus station, Cherry 09:44 30 mins 00:24 Hinton Sundays Fulbourn Kings Hedges Via hospital bus station, Cherry 09:12 30 mins 00:11 Hinton 114 Weekdays Drummer St, Cambs Hospital Bus Station Via Grafton Centre, Barnwell Rd 10:40 1.25 hours 14:25 Weekdays Hospital Bus Station Drummer St, Cambs Via Grafton Centre, Barnwell Rd 09:30 1.25 hours 13:15 Saturdays Drummer St, Cambs Hospital Bus Station Via Grafton Centre, Barnwell Rd 10:40 1.25 hours 14:25 Saturdays Hospital Bus Station Drummer St, Cambs Via Grafton Centre, Barnwell Rd 09:30 1.25 hours 13:15 PR4 Weekday/Saturday Babraham P&R Drummer St, Cambs Via hospital bus station, hills road 06:51 10 mins 20:35 Weekday/Saturday Drummer St, Cambs Babraham P&R Via hospital bus station, hills road 06:55 10 mins 20:43 Sunday Babraham P&R Drummer St, Cambs Via hospital bus station, hills road 09:01 15 mins 18:16 Sunday Drummer St, Cambs Babraham P&R Via hospital bus station, hills road 09:33 15 mins 18:18 Citi 2 Weekday/Saturday Hospital Bus Station Cambridge North Via city centre, Chesterton 06:49 10 mins 21:09 Weekday/Saturday Hospital Bus Station Milton Via city centre, Chesterton 17:09 20 mins 22:39 Weekday/Saturday Cambridge North Hospital Bus Station Via city centre, Chesterton 06:44 10 mins 22:37 Weekday/Saturday Waterbeach Hospital Bus Station Via city centre, Chesterton 07:44 20 mins 09:04 Sunday Hospital Bus Station Cambridge North Via city centre, Chesterton 09:09 30 mins 17:39 Sunday Cambridge North Hospital Bus Station Via city centre, Chesterton 09:37 30 mins 22:37 13 Weekdays Haverhill Drummer St, Cambs Via Linton, Abington, hospital bus 07:00 N/A 22:18 station
Bus Services.docx 4
Technical note Service Day(s) Origin Destination Route First Frequency Last reaching reaching CBC CBC Weekdays Drummer St, Cambs Haverhill Via hospital bus station, Abington, 07:10 1 hour 23:34 Linton Saturdays Haverhill Drummer St, Cambs Via Linton, Abington, hospital bus 07:53 1 hour 17:53 station Saturdays Drummer St, Cambs Haverhill Via Linton, Abington, hospital bus 08:10 1 hour 23:34 station Sundays Haverhill Drummer St, Cambs Via Linton, Abington, hospital bus 08:23 1 hour 22:23 station Sundays Drummer St, Cambs Haverhill Via Linton, Abington, hospital bus 09:35 1 hour 23:20 station 13A Weekdays Haverhill Drummer St, Cambs Via Linton, Abington, hospital bus 06:30 N/A 17:28 station Weekdays Drummer St, Cambs Haverhill Via hospital bus station, Abington, 07:40 1 hour 17:45 Linton Saturdays Haverhill Drummer St, Cambs Via Linton, Abington, hospital bus 07:23 1 hour 17:23 station Saturdays Drummer St, Cambs Haverhill Via Linton, Abington, hospital bus 10:40 1 hour 18:40 station 13B Single service on Duddery Hill Drummer St, Cambs Via Linton, Abington, hospital bus 06:55 N/A N/A weekdays station 13C Single service on Haverhill Drummer St, Cambs Via Linton, Abington, hospital bus 08:28 N/A N/A weekdays station X13 Weekdays Drummer St, Cambs Kedlington Via hospital bus station, Abington, 17:05 20 mins 19:00 Linton Weekdays Kedlington Drummer St, Cambs Via Linton, Abington, hospital bus 07:59 N/A 08:26 station
Bus Services.docx 5
Appendix D. Car and Cycle Parking Locations
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D
, C, U
Busway D
Busway R Citi 7
ACRC , C, U
, P & R Busway A, C, U Citi 7 , P & R
The Qube
U
Abcam Development
Graham James Atkins Limited 5 Wellbrook Court Girton Road Cambridge CB3 0NA
Tel: +44 (0)1223 276002 Fax: +44 (0)1223 277529 Direct: +44 (0)1223 814068 [email protected]
© Atkins Limited except where stated otherwise
Part 1 Report | 5.0 | 11 October 2018 Atkins | cambridge biomedical campus transport needs review - part 1 5.0.docx Page 148 of 148