Smarter Cambridge Transport's response to the Greater Cambridge Partnership's Making Connections consultation
Category - Rail
The Greater Cambridge Partnership (GCP) has pushed on with this so-called “travel hub” scheme at Foxton without proper consideration of the fundamentals.
It is irresponsible of Network Rail to be applying for Parliamentary approval using modelling that so clearly fails a common-sense test.
We need to work together to ensure the area that EWR runs through gets as much benefit – and as little downside – as possible.
If they don’t travel five days a week, many part-time commuters will simply not return to trains and buses if they are able to drive instead.
Unfortunately, although there are outstanding issues with the new development, these are unlikely to see it blocked a second time.
The need for a new east-west railway is beyond doubt. The southern approach currently being designed has a distinct advantage.
Smarter Cambridge Transport’s comments and additional ideas for improving access to Cambridge by cycle, bus and train from the east.
The initial proposals from newtork Rail for the Cambridge South station are wholly inadequate and are based on flawed data.
Two more public consultations recently launched illustrate just how out-of-step with the times transport authorities are.
Will the government choose TfL-style franchising as its preferred model to ensure continuity of services whilst keeping operations in the private sector?
Our objectives for Network Rail to consider when designing Cambridge South station and its access infrastructure.
It's important that we don't overlook the range of opportunities it provides to improve the environment, connectivity and public health.
Until the new station opens, we need further improvements to the bus link from Cambridge station
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.
Greater Anglia's new trains' most innovative feature is level boarding from the platform. Why isn’t it universal on our railways?
In this case, the popular option is also the right one.
Assertions in Network Rail’s assessment of rail needs for the next 25 years beggar belief.
There is an obvious conflict with the Greater Cambridge Partnership’s flagship project, the Cambourne–Cambridge Busway.
Why Smarter Cambridge Transport does not support any of the proposed options for expansion of Trumpington P&R or building a second site at Hauxton.
There is one last chance to make this space right. People need to lobby Brookgate now.
The full response to the consultation: why Smarter Cambridge Transport supports most of the short-term measures proposed (some with modifications), but does not support any of the three long-term strategies proposed.
A conservative extrapolation from the St Ives busway to the Haverhill railway provides a forecast of about 4.5m trips/year. So why isn’t reopening the railway still under consideration?
There's a plan to re-route the A10 via a bridge or underpass and close the level crossing at Foxton. Unfortunately, as with Skanska's proposal for Whittlesford, the scope is too narrow.
Whittlesford has a neglected station with poor access. Upgraded to 'Parkway' status in 2007, it still lacks basic facilities like toilets or a bridge between the platforms suitable for people with limited mobility.
How Cambridge North, the future south station, and the main station can form the backbone of a ‘Cambridge Overground’ metro within five years.
With these additions to the SPD this development could radically transform the connectivity and quality of life in Cherry Hinton, Teversham and Fulbourn.
If we want to make Cambridge railway station less car dependent, what more could we do to promote walking, cycling and bus travel? Many visitors arriving at the station take a taxi simply because other options are...
One of the great frustrations with transport planning in the UK is that it is easier, quicker and often cheaper for a local authority to build a new road than it is for the same local authority, Network Rail and train...
The argument for dualling the A10 from Ely is that it requires more capacity to cope with population growth; that slow commute times put fewer jobs within commuting distance and reduce economic productivity (though, for...
Ideas for reducing congestion and pollution in urban areas, developed in the context of the Greater Cambridge area, typical of many UK towns and cities.
The recently formed National Infrastructure Commission has published its report on the Cambridge–Milton Keynes–Oxford corridor. It identifies a chronic shortage of housing as the greatest risk to growth. Unsurprisingly...
There has been great interest in the light rail scheme proposed by Cambridge Connect. It’s obvious why: rail services are easy to understand, reliable, safe, comfortable and usually come with high quality stations...
Smarter Cambridge Transport held its first public event, Rebooting The City Deal, on Friday 14 October at Wolfson College, attended by around 250 people. Our thanks to Antony Carpen for videoing the event. Here are the...
Areas of concern [Updated 23 August 2016: expanded section on access and parking permits] Here in summary are ten concerns that residents, businesses and observers have voiced about the City Deal: The City Deal is...
A ‘travel hub’ refers to a bus, tram or train station with more facilities than a bus stop, and with the dominant modes of access being walking and cycling.
There is an urgent need for localism to include Highways England and the rail industry. The inability of local authorities to include strategic highways and railways in their short and medium term transport planning is...
Thanks to Railfuture East Anglia for their assistance in preparing this paper. The potential of rail Cambridge’s railway network already has a significant role in bringing people into the city, with an annual footfall...