If people maintain reasonably safe headways, a motorway can carry about 15% more vehicles per hour at 40mph than at 70mph.
Author - Edward Leigh
The need for a new east-west railway is beyond doubt. The southern approach currently being designed has a distinct advantage.
If we recognise that some people lack a voice in the debate about the future, shouldn’t we help them participate directly?
Groups opposing busways could have their way if they could convince a majority in Greater Cambridge to support a congestion charge instead.
The real problem is the huge carbon cost of continuing to use the petrol/diesel vehicles we have now and continue to manufacture.
Initiatives like these are important. Everybody needs to be able to get about, whether or not they have access to a car.
Transport links to the east of Cambridge are particularly poor, so it’s good to see the GCP turn its attention in that direction.
Two more public consultations recently launched illustrate just how out-of-step with the times transport authorities are.
If the still-upward trend in car traffic continues, evening peaks are likely to become increasingly congested.
We need to provide resources to enable community groups to organise themselves and employ experts – just as economic stakeholders do.
The Highway Code is up for revision with a view to reinforcing the rights and protections of people walking, cycling or riding a horse.
We have to invest in transport that is more space- and energy-efficient, and accessible to everyone, regardless of age, wealth or abilities.
108 people met over six weekends earlier this year to consider how the UK should decarbonise transport, energy, food and other things we buy.
Local authorities are so consumed with delivering new homes, they have failed to keep track of how many jobs they are allowing to be created.
How we can spend far less than the estimated £250 million to dual the A10 and build the Waterbeach busway, and benefit thousands more people.
Congestion costs bus users twice over: longer journey times and higher fares.
Communities are starting to reimagine their streets. Start a conversation with neighbours and ask your councillors to help make it a reality.
What’s not to like? Well, we’re soon going to find out, as Voi Technology is about to pilot rental e-scooters in Cambridge.
It’s now time to accelerate the construction of infrastructure to allow as many people as possible to walk or cycle most short trips.
Rather than permitting all taxis to use bus lanes and enter restricted areas, the County Council could limit the privilege to “authorised vehicles”.
Fendon Road roundabout joins a litany of Cambridgeshire County Council transport projects running hugely over budget and time.
The determination of the Greater Cambridge Partnership (GCP) to build unwanted busways would be admirable if it wasn’t so profoundly misguided.
We need council reps, business owners and residents to engage respectfully, and to listen to each other’s ideas and concerns.
The mechanism for setting priorities locally (the ‘Local Plan’) is no longer fit for purpose. But the government’s proposed solution is worse.
Encouraging people to walk or cycle more means more give up their cars, leading to sustained reductions in emissions and improved public health.
GCP is pursuing the wrong solutions to the wrong problems, and spending the best part of £400 million of your money to do so.
A range of proposals, including strongly urging Cambridge University to negotiate a ticket-sharing agreement with Stagecoach.
With at least another £200 million to spend, the Greater Cambridge Partnership (GCP) is gearing up to push ahead with developments that are all anachronisms.
When we see the government reallocate the new-roads budget to public transport we will know it is seriously committed to restoring the environment.
The County Council has been slow off the mark, recently stating that officers are still looking at data and talking with their maintenance contractor.
Why we need to transfer transport powers from the county council and make Greater Cambridge a Highway Authority.
Brilliantly convenient while we’re all shut in our homes. But how can it continue when people return to work?
We must make lasting changes in our own lives, and demand change of others.
There is no reason why, post lock-down, remote meetings cannot continue to be an efficient replacement for many in-person meetings.
Will the government choose TfL-style franchising as its preferred model to ensure continuity of services whilst keeping operations in the private sector?
The COVID-19 virus has prompted us to make radical changes which could serve us well in the future.
Technology now exists to count pedestrians. Transport bodies need to use it.
Will politics or economics sink the busway project, or will it re-emerge Phoenix-like from the ashes as a new form of affordable mass transport?
It’s the not the job of council officers to protect the reputations of incompetent consultants, yet they do.
How do we help more people to do this? And how much difference could it make?
There is no doubt that James Palmer is serious about improving bus services, but can his Task Force deliver?
Until the new station opens, we need further improvements to the bus link from Cambridge station
To de-carbonise the economy, restore balance with nature, enhance public health and promote social justice, we have to do government differently.
For trips not involving a sleeper - as far as Biaritz, Perpignan, Monaco, Berlin or Milan - advance fares are comparable with flying with checked-in bags.
Perhaps Pyke’s most accurate prediction was that “bicycle power will once again become important in its own right.”
We need to create a vision of a future we actively want to strive for
The next five years are critical for the future of the planet: will the UK lead the way on de-carbonising transport?
We are trapped in a circular argument and phasing in a Workplace Parking Levy is possibly the only way to break this deadlock.