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Western Orbital Study Phase 1 Appendices Cambridge City Deal Partnership

September 2015

Western Orbital Study

Appendices

Appendix A. SWOT Analysis, Planning Objectives and Background Information

A.1. SWOT Analysis and Planning Objectives Presentation


Appendices


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A.2. Current Local Characteristics- Background Information

Social and demographic characteristics Population – At the time of the 2001 Census, the population within the study area stood at

approximately 59,001 and by 2011 had grown by approximately 28% to 75,600. This growth was accompanied by an increase in households from approximately 21,500 to over 27,000 over the same period. This growth trend is likely to increase as land is allocated for development under the Local Plans.

Employment – unemployment in the study area was 2.3% (2011), compared to 3% in Cambridgeshire and 3.2% in England and Wales. Employment within the study area is skewed towards highly skilled occupations and industries.

Car Ownership – 85% of households own a car, and 42% own two or more cars (2011). Overall car ownership is high in comparison to the average for England (74%) and Wales (77%).

Deprivation – 0.9% of the working age population claimed Job Seekers Allowance, compared to 2% across England and Wales, and 1.4% in Cambridgeshire (2011).

Journey to work (Census 2011)– travel demand data demonstrates that the car is the dominant mode of transport. Travel to work data for the study area, shows that typically around two-thirds of journeys to work are made by car. The largest use of bus is in Comberton (6%), Hardwick and Cambridge (5% respectively). Overall, walking and cycling comprises less than 10% of journeys made to work. However there is a considerable range in cycle and walking use between the areas.

Land use and environmental characteristics Relevant land use and environmental characteristics are summarised below. Many of which represent physical and legal constraints to any transport intervention within the corridor.

Water environment – the main water features are the River Cam, the wider flood plain and the associated network of drainage ditches, and groundwater. The attributes of these include water supply, transport and dilution of waste water, biodiversity, aesthetics, recreation, value to economy and conveyancing of flow and flood waters. The study area affected by potential improvements falls within the Environment Agency Flood Zone 3.

Biodiversity (SSSI, ancient woodland, protected species habitats) – there are several Sites of Special Scientific Interest within the study area, Caldecote Meadows, Hardwick Wood, Madingley Wood, Barrington Chalk Pit and Whittlesford Thriplow Hummocky Fields. Madingley Wood is also classified as ancient woodland. Byron’s Pool Local Nature reserve is located between Grantchester and Trumpington.

Green Belt – the submitted Cambridge and South Cambridgeshire Local Plans provide for the continued protection of the Cambridge Green Belt, the River Cam corridor and the setting of the historic city. The need for jobs and homes has to be considered within the context of a tightly-drawn Green Belt, which aims to prevent the city merging with the ring of necklace villages. Small Green Belt releases are permitted where exceptional circumstances can be argued.

High quality agricultural land-use – Agricultural land forms the greatest proportion of the land-use west of the M11, and also immediately adjacent to the motorway on the east. Much of the land in the area is some of the best and most versatile, in Grade 1 (Excellent) and Grade 2 (Very Good), the latter mostly between junctions 12-13 on the M11 and along the watercourses. The majority of the land is under intensive arable farming, typical of Grade 1 and 2 land.

Landscape Character – Cambridge and its surrounding landscape are located within Bedfordshire and Cambridgeshire Claylands National Character Area (NCA) as identified by the Countryside Agency’s National Character Map. The NCA is a broad, gently undulating, lowland plateau dissected by shallow river valleys that gradually widen as they approach The Fens NCA in the east.

Air quality – The boundary of the Air Quality Management Area is defined by the inner ring road and some extension along radial routes, including north of Junction 13 on the M11. As such the area in this study is outside this zone of influence.

Barton Road Rifle Range – is a MOD gallery range north of the A603 and to the west of the M11 near Cambridge. The range faces north and has a bridal path crossing the range.

Land owners – the land in the study area is under the ownership of a number of different landowners.

Key employment areas and trip attractors

Cambridge City Centre - Cambridge is the centre of a wider travel to work and housing market area. The city’s area of influence, both as a sub-regional centre and a major focus for employment, includes most of Cambridgeshire, and parts of West Suffolk, Bedfordshire, Essex and North


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Hertfordshire. It has a prosperous and dynamic economic base in high technology, research and development and related service sector industries. Cambridge and South Cambridgeshire provide over 152,800 employee jobs (ONS: Annual Business Inquiry 2008 cited in Nomis [online], 2013), approximately 88,100 of which are based within the city boundary. Cambridge’s total jobs figure is 100,000. Labour demand is higher than its available workforce, with a jobs-to-working age population ratio of 1.13 (ONS: Jobs Density 2008 cited in Nomis [online], 2013) leading to high levels of in-commuting.

Cambridge Biomedical Campus, Addenbrooke’s – Cambridge Biomedical Campus, located at the southern edge of Cambridge, is one of the largest centres of health science and medical research in the world and the largest such centre in Europe. It is an accredited UK academic health science centres and home to Addenbrooke’s Hospital and the university's medical school. There are approximately 7,000 healthcare professionals and research scientists working onsite. Astra Zeneca is moving its headquarters to the Cambridge Biomedical Campus where they will employ 2,000 people. A further 13,000 new jobs are planned for the site, which will also house the relocated Papworth Hospital. The campus will eventually have a working population of around 30,000, making it one of the largest biomedical sites in the world.

Cambridge Science Park – The Science Park has a concentration of science and technology related businesses, and has strong links with the nearby University of Cambridge. It is located 3 km to the north of Cambridge city centre, by junction 33 of the A14, and covers 152 acres. Over 100 companies operate onsite, employing c. 5,000 people.

Cambridge Northern Fringe East – development of the Cambridge Northern Fringe East area is proposed in the submitted Cambridge and South Cambridgeshire Local Plans. Employment from new development and the opening of the new Cambridge North railway station are likely to make this area a trip attractor.

University of Cambridge – Cambridge is formed from a variety of institutions which include 31 constituent colleges and over 100 academic departments which are organised into six Schools. The university occupies buildings throughout the town and is a major trip attractor.

A.3. Current Transport Characteristics- Background Information

Highways Key highways within the study area are the A10 and A603 which run from the south-west towards Cambridge city. The M11 also carries a large number of vehicles on a daily basis and borders Cambridge on the western side of the city, meeting the A10 at junction 11 and the A603 at junction 12.

The A10 and A603 are predominantly single carriageway, with small sections of dual carriageway immediately east and west of the M11.

Current traffic levels Figure -2 illustrates the traffic flow from Road Side Interview data (RSI) collected by Intelligent Data at a number of locations within the corridor.

The largest traffic flows for both the AM and PM peaks are between Junction 11 and Junction 12 on the M11, reaching up to 3500 vehicles on the road per hour in each direction. High flows are also present around each junction.

The A1309 experiences high traffic flows during the AM peak northbound to Addenbrooke’s Road (with up to 2000 vehicles on the road per hour) in addition to high traffic flows during the PM peak southbound to Junction 11.

Both Barton Road and the A603 experience slight AM peaks eastbound to the City Centre and slight PM peaks westbound, although these flows never exceed 1000 vehicles on the road per hour. . The Barton Road queue therefore could be due to the pedestrian crossing or interaction with Grange Road.

Grantchester Road shows no significant AM or PM peaks.

Bus services There is a lack of priority for bus services along the Western Orbital area. No buses travel along the M11, therefore bus services connecting peripheral locations are indirect and passengers usually need to travel into Cambridge and out again.


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Bus operations in the corridor are primarily conducted by Stagecoach and Whippet Coaches. Stagecoach provides regular city based and P&R services during the weekday peak period.

Table -1 shows the timetabled services operating in proximity to the M11.

Table -1 Bus Services in the Western Orbital Area

Route No

Route Frequency Operator

27 Guilden Morden-Cambridge Once daily Monday to Friday

Stagecoach

26 Cambridge-Royston Hourly Monday to Friday Stagecoach

31 Barley-Fowlmere-Cambridge 3 Afternoon Services Monday to Saturday

Whippet Coaches

Citi 7 Cambridge- Addenbrooke’s- Duxford/Saffron Walden

Every 20 mins Monday to Sunday

Stagecoach

UNI 4 Addenbrooke’s - City Centre - West Cambridge - Madingley Road Park & Ride

Every 20mins Stagecoach

75 Cambridge-Wrestlingworth 6 services a day

Monday to Friday

Whippet Coaches

18 Cambridge - Longstowe Hourly Monday to Saturday

Stagecoach

77 Madingley Road P&R – Newmarket Road P&R

Every 10mins Stagecoach

88 Trumpington P&R – City Centre Every 10mins Stagecoach

A number of fare and ticket variants exist for the above services ranging from the city based Dayrider ticket, the Dayrider plus ticket which serves areas slightly further away from Cambridge (see Figure -1) and a Megarider which allows unlimited travel on the Stagecoach network in Cambridgeshire. They are currently priced at £4.10 per day, £6.40 per day and £24 per week (July 2015).


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Figure -1 Stagecoach Dayrider / Dayrider Plus Zone (Stagecoach Website)

Park and Ride The Madingley Road and Trumpington Park and Ride sites intercept car users before they add to congestion in the city itself, but do not help to ease congestion on the routes into the city further afield.

The Madingley Road Park and Ride site is located on the northern side of the A1303 to the east of the M11 whilst the Trumpington Road Park and Ride site can be accessed via the A1309 (Hauxton Road), north of M11 Junction 11. Patronage figures available from the most recent Traffic Monitoring Report show a 5% decrease in patronage for Park and Ride in Cambridge between 2013 and 2014, potentially as a result of the introduction of a £1 parking charge.


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Table -2 Annual Park and Ride Patronage

2009 2010 2011 2012 2013

Madingley Rd/ Newmarket Rd 1,415,641 1,406,038 1,394,289 1,340,131 1,407,276

Trumpington Rd 896,088 871,817 934,019 917,491 907,852

TOTAL 2,311,729 2,277,855 2,328,308 2,257,622 2,315,128

Walking and cycling The eastern part of the study area, closer to the city, provides plenty of footpaths, pedestrian crossings and cycle lanes which help to promote walking and cycling, however in the western end of the corridor, footpaths become more fragmented and cycle ways are infrequent.

Walking also forms a key part of any public transport trip, providing a means of gaining access to the bus stop. According to National Census data, walking accounts for 7% of journeys to work nationally compared to 10% and 5% within Cambridge and South Cambridgeshire respectively.

The national average proportion of journeys to work by cycle is 2%. However, Cambridge and South Cambridgeshire have higher averages of 18% and 6% respectively. Currently, cycling may be discouraged by the high traffic volumes and perceived dangers due to narrow lanes and high speed vehicles along the corridor. As there is limited cycle infrastructure to the west, there may be a suppressed demand for longer distance cycle journeys.


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Figure -2 South Cambridgeshire Traffic Flows


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A.4. Current Problems and Background Information

Journey time variability Two roads were considered on the west side of Cambridge: the A10 and the A603. Journey times have been assessed on the A10 between the A505 and Fen Causeway, and on the A603 between the A1198 and Fen Causeway. They are both single lane carriageways for the majority of these lengths, with short sections of dual carriageway in the area around the M11.

A10

Figure -3 and Figure -4 present journey time variability for the A10 northbound and southbound in the AM Peak, while Figure -5 and Figure -6 present northbound and southbound journey time variability in the PM Peak. Locations of high journey time variability are:

AM PEAK

Trumpington Road between Fen Causeway and Brooklands Avenue – southbound;

A10 – Foxton Level Crossing – southbound;

A10 between Melbourne and the Moor– northbound;

A10 – Foxton Level Crossing – northbound;

From M11 Junction 11 to Trumpington Road junction with Fen Causeway, especially junction of Trumpington Road and Brooklands Avenue – northbound;

PM PEAK

From Trumpington Road junction with Fen Causeway to M11 Junction 11 – southbound;

A10 – Foxton Level Crossing – southbound;

A10 between Melbourne and the Moor– northbound;

A10 – Foxton Level Crossing – northbound;

A1309 junction with Shelford Road to Trumpington Road junction with Fen Causeway, especially junction of Trumpington Road and Brooklands Avenue – northbound.


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Figure -3 Journey Time Variability for A10, southbound, morning peak hour


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Figure -4 Journey Time Variability for A10, northbound, morning peak hour


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Figure -5 Journey Time Variability for A10, southbound, evening peak hour


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Figure -6 Journey Time Variability for A10, northbound, evening peak hour


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A603

Figures 7 and 8 present journey time variability for the A603 northbound and southbound in the AM Peak, while Figures 9 and 10 present northbound and southbound journey time variability in the PM Peak. Locations of high journey time variability are:

AM PEAK

A603 between Harlton and Orwell – southbound, AM Peak;

A603 between M11 junction 12 and Barton Road/Fen Causeway junction – northbound, AM Peak;

PM PEAK

Barton Road between Grange Road and M11 junction 12 – southbound, PM Peak;

Barton Road from Grantchester Road to Fen Causeway – northbound, PM Peak.


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Figure -7 Journey Time Variability for A603, southbound, morning peak hour


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Figure -8 Journey Time Variability for A603, northbound, morning peak hour


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Figure -9 Journey Time Variability for A603, southbound, evening peak hour


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Figure -10 Journey Time Variability for A603, northbound, evening peak hour


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Congestion Congestion has been assessed on the A10 and A603 corridors, based on neutral term-time weekday average traffic master speeds (2012-13). This data has been displayed visually Figure -11 and Figure -12.

The most congested areas on the A10 during the morning peak are:

Northbound section at the Foxton level crossing with average speeds below 30 mph;

High Street in Harston in both directions: northbound speed below 20 mph, southbound below 30 mph;

Section from M11 to Cambridge city centre.

The most congested areas on the A603 during the morning peak are:

Northbound section around Barton starting from the merge with Haslingfield Road with average speeds between around 10-20 mph;

Northbound from M11 junction 12 to Cambridge city centre with average speeds below 10 mph.

The most congested areas on the A10 during the evening peak are:

Northbound section at the Foxton level crossing with speeds below 30 mph;

Southbound section before Foxton with speeds below 20 mph;

High Street in Harston in both directions with speeds below 30 mph;

Section from M11 to Cambridge city centre.

There is minor congestion present on the A603 during the evening peak, predominantly around Barton.


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Figure -11 AM Peak average speeds (Traffic Master)

A603

A10


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Figure -12 PM Peak average speeds (Traffic Master)

A603

A10


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Atkins Western Orbital Study Appendices | Version 1.0 | 24 July 2015 | 5137624 26

Road Safety A summary of accidents for the period from January 2010 to April 2015 along the M11, Madingley Road (from the M11 junction to Northampton St), Barton Road (from the M11 junction roundabout to the Barton Rd sports ground) and Trumpington Road (from the M11 junction to the Trumpington P&R entrance) is shown in Table -3 classified as slight, serious or fatal dependent upon the nature of any injuries. sustained.

61 accidents were recorded along the M11 from junction 11 to junction 13. 44, 24 and 6 accidents were recorded on Madingley Road, Barton Road and Trumpington Road respectively. The majority of accidents involved motorised vehicles, with 35 accidents involved pedal cycles.

While the majority of recorded accidents were slight in nature, there have been a number of serious incidents.

Table -3 Location of accidents recorded on the Western Orbital Corridor 2010-2015

Section

Slig

ht

Seri

ous

Fata

l

Tota

l

Involv

ed

Ped

al

Cycle

s

M11 Junction 13 (incl. slip road and road section) 3 1 0 4 0

M11 Junction 12 to 13 5 1 0 6 0


M11 Junction 11 to 12 6 1 0 7 0


Madingley Road from M11 to Queen’s Road 38 6 0 44 19

Barton Road 19 5 0 24 7

Trumpington Road (from the M11 junction to the Trumpington P&R entrance)

5 1 0 6 1


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A.5. SWOT Analysis Table

Strengths: Strong appetite for development at both ends of the link Orbital route possible because of the presence of the M11 Clearly defined catchment – internal city trips and trips along radial routes from south and south west

Weaknesses: Significant journey time variability along radial routes, east of M11 Lack of bus services and bus priority along radial routes from south and south west radials No P&R provision on the A603 Barton Road options are limited High cost – provision of structures over the M11 Capacity constraints on CGB at Trumpington

Opportunities: Intercept trips from the outset Enhance busway network Build on proposals for A428 Inbound queuing east of M11 acts as incentive to use alternative mode Potential for safeguarding off-line route alignment Current levels of cycle use on A603 Limited crossing points on M11 M11 Smart Motorway New Addenbrooke’s station Coordination with East West Rail Foxton Rail Station Removal of rat running through Grantchester

Threats: Unknown impact of traffic growth as economy grows Future travel patterns likely to become more diverse Unknown impacts of A14 improvements Two rail tracks between Cambridge and Great Shelford Unknown impact of future M11 traffic growth Visual intrusion Physical, legal and institutional constraints Statutory undertakers Public transport operators City Deal political and funding processes


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Appendix B. Option Development

B.1. Option Maps The following maps correspond to those options selected for further assessment following the initial option sift (see Appendix B3 for the table used for the initial sift).

Option 1

A: New P&R M11 Junction 11 (Trumpington)

F: New bus link from New P&R M11 Junction 11 to guideway at Trumpington

M: New cycle link from Park & Cycle at Trumpington across M11


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Option 5




D: New P&R M11 Junction 12 (Barton)

E: Barton Road bus improvements


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Option 7


B: Busway / Online bus service on M11 to Junction 12

C: Busway / Online bus service to Junction 13 and Madingley Road

F: New bus link from new P&R M11 Junction 11 to guideway at Trumpington

H: Cycling improvements on Barton Road

I: Barton Road Park & Cycle

K: Bus service through Cambridge North-West



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Option 9



C: Busway / Online bus service to Junction 13 + Madingley Road


L: Cicular bus service via M11, Cambridge North-West, Science Park, City Centre, Addenbrooke’s.



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Option 13





F: New bus link from new P&R M11 Junction 11 to guideway at Trumpington

L: Circular bus service via M11, Cambridge North-West, Science Park, City Centre, Addenbrooke’s



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Option 16








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Option 19

C: Busway / Online bus service on M11 to Junction 12

D: New P&R M11 Junction 12 Barton


I: Barton Road Park & Cycle

L: Circular bus service via M11, Cambridge North-West, Science Park, City Centre, Addenbrooke’s


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Option 20






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Option 22









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Option 30

L: Orbital bus service via M11, Cambridge North-West, Science Park, City Centre, Addenbrooke’s.


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B.2. Sector Map


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Table -4 Sector Labels Key

Meplan Sector Sector Name

1 Grantchester

2 Trumpington

3 A603 Corridor

4 A10 Corridor

5 Royston

6 Shelford and Stapleford

7 M11 Corridor

8 Science Park and Business Park

9 Addenbrooke’s

10 Central Cambridge

11 Cambridge Railway Station

12 West Cambridge

13 East Cambridge

14 South Cambridge

15 North Cambridge

16 Newmarket Road, Airport and Cherry Hinton

17 A428 Corridor

0 Other


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B.3. Option Sifting Summary Table


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Intercept traffic crossing M11 to: A428 to: Orbital links between:

Demand count (2031 AM) 1529

338

491

843 363 41

387

216

City Centre West Camb Science Pk Biomedical Biomedical Science Pk-Biomed SP-W Camb Biomed-W Camb

Option Optioneering Exercise Planning Objectives Total

Demand % 2031 Demand PO1a Demand PO1b Demand PO1c Demand PO1d Demand PO3 Demand P04a Demand P04b Demand P04c Demand

1 A+F+M+busway 1 306 0 0 0 0 1 169 1 73 0 0 0 0 0 0 547 14%

2 A+B+E 1 306 0 0 0 0 0 0 0 0 0 0 0 0 0 0 306 8%

3 A+B+D+E 1 306 0 0 0 0 0 0 0 0 0 0 0 0 0 0 306 8%

4 A+B+C 0 0 1 68 0 0 0 0 0 0 0 0 0 0 0 0 68 2%

5 A+D+E+F+H+M 1 306 0 0 1 98 1 169 1 73 0 0 0 0 0 0 645 16%

6 A+B+C+K 0 0 1 68 1 98 0 0 0 0 0 0 1 39 0 0 205 5%

7 A+B+C+F+H+I+K+M 1 306 1 68 1 98 1 169 1 73 1 8 1 39 1 43 804 20%

8 A+B+C+L 0 0 1 68 1 98 1 169 1 73 1 8 1 39 1 43 498 12%

9 A+B+C+F+L+M 1 306 1 68 1 98 1 169 1 73 1 8 1 39 1 43 804 20%

10 A+B+D+K 0 0 0 0 0 0 0 0 0 0 0 0 1 39 0 0 39 1%

11 A+B+C+D+K 1 306 1 68 1 98 0 0 0 0 0 0 1 39 0 0 511 13%

12 A+B+D+L 0 0 0 0 0 0 0 0 0 0 1 8 1 39 0 0 47 1%

13 A+B+C+D+F+L+M 1 306 1 68 1 98 1 169 1 73 1 8 1 39 1 43 804 20%

14 B+C+F 0 0 0 0 0 0 0 0 1 73 0 0 0 0 1 43 116 3%

15 C+D 1 306 1 68 0 0 0 0 0 0 0 0 0 0 0 0 374 9%

16 A+B+D+F+H+M 1 306 0 0 0 0 1 169 1 73 0 0 0 0 1 43 591 15%

17 D+E 1 306 0 0 0 0 0 0 0 0 0 0 0 0 0 0 306 8%

18 C+D+K 1 306 1 68 1 98 0 0 0 0 0 0 1 39 0 0 511 13%

19

C+D+H+L

1 306 1 68 1 98 1 169 1 73 1 8 1 39 1 43 804 20%

20 B+D+F+H 1 306 0 0 1 98 1 169 1 73 0 0 0 0 1 43 689 17%

21 C+G 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0%

22 A+B+C+D+F+H+M 1 306 1 68 0 0 1 169 1 73 0 0 0 0 1 43 659 16%

23 E+G 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0%

24 H+I 1 306 0 0 0 0 0 0 0 0 0 0 0 0 0 0 306 8%

25 J+M 1 306 0 0 0 0 1 169 0 0 0 0 0 0 0 0 475 12%

27 K 0 0 0 0 0 0 0 0 0 0 0 0 1 39 0 0 39 1%

28 A+B+C+F+K 1 306 1 68 1 98 1 169 1 73 1 8 1 39 1 43 804 20%

30 L 0 0 0 0 0 0 0 0 0 0 1 8 1 39 1 43 90 2%

33 N 1 306 0 0 1 98 1 169 0 0 1 8 0 0 0 0 581 14%

34 Citi 4 bus (Do Min) 1 306 0 0 0 0 0 0 1 73 0 0 1 39 0 0 418 10%


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B.4. Option Descriptions

Option 1 (elements A, F & M)

A. New P&R M11 Junction 11 (Trumpington) - instead of or as well as existing P&R F. New bus link from New P&R M11 Junction 11 to guided busway at Trumpington M. New cycle link from Park & Cycle at Trumpington across M11

A new Park and Ride site would be located near Junction 11 (Trumpington) of the M11 in addition or as a replacement to the existing Park and Ride site and would mean traffic from M11 Northbound and A10 would not have to cross the M11 Junction 11 to access the Park and Ride. A bus link (using existing or new infrastructure) would run from the new Park and Ride site to the guided busway at Trumpington. This link would provide priority for buses from the new Park and Ride site across Junction 11 and adjacent to A1309 Hauxton Road, avoiding queuing traffic and enabling access to the existing Busway for journeys to Addenbrooke’s, City Centre and the Science Park. Furthermore, a new cycle link would be constructed from the Park and Ride at Trumpington and across the M11. However, this option does not intercept traffic from A603/B1064 at Junction 12, and may result in the duplication of the Trumpington Park and Ride. Additionally, it does not offer public transport alternatives for travel between peripheral employment hubs (for example, it does not provide services between Cambridge West and the Biomedical campus).

Total travel time savings:

AM: 0 hours

PM: 0 hours

Variations:

The most likely configuration is to utilise elements A, M and F2. Option F2 involves the installation of traffic signals (to avoid collisions) on an existing 3.5 m wide accommodation bridge north of Junction 11. Variations on this plan include the building of a new bridge (F1) or linking the Park and Ride to the A1309 via a signalised junction and using the existing Junction 11 roundabout (F3).

Assumptions:

It is assumed that the current user of the existing accommodation bridge would consent to sharing its use, and that development within the Green Belt (for the link road) is permitted.


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Option 5 (elements A, D, E, F, H & M)

A. New P&R M11 Junction 11 (Trumpington) - instead of or as well as existing P&R D. New P&R M11 Junction 12 Barton E. Barton Road bus improvements (very constrained) F. New bus link from New P&R M11 Junction 11 to guided busway at Trumpington H. Cycling improvements on Barton Road M. New cycle link from Park & Cycle at Trumpington across M11

New Park and Ride sites would be located near Junction 11 (Trumpington) of the M11 and near Junction 12 (Barton) in addition or as a replacement to the existing Park and Ride site. The site at Junction 11 would intercept traffic from M11 Northbound and A10 without needing to cross the M11 Junction 11 to access the Park and Ride. A bus link (using existing or new infrastructure) would run from the new Park and Ride site to the guided busway at Trumpington. There would be priority for buses from the new Park and Ride site across Junction 11 and adjacent to A1309 Hauxton Road avoiding queuing traffic and enabling access to the existing Busway for journeys to Addenbrooke’s, City Centre and the Science Park. Furthermore, a new cycle link would be constructed from the Park and Ride at Trumpington and across the M11. Additionally, bus and cycle link improvements would take place on Barton Road. Option 5 intercepts traffic from A603/B1046 heading for the city centre and Science Park in addition to southbound M11 traffic which cannot access Madingley Road Park and Ride. However, it does not offer public transport alternatives for travel between peripheral employment hubs (for example, it does not provide services between Cambridge West and the Biomedical campus). There would be no services from the Barton Road Park and Ride site to the peripheral hubs, and there is the risk of potential duplication of the Trumpington Park and Ride.


AM: 106 hours

PM: 215 hours

Variations:

The most likely configuration is to utilise element F2. Option F2 involves the installation of traffic signals (to avoid collisions) on an existing 3.5 m wide accommodation bridge north of Junction 11. Variations on this plan include the building of a new bridge (F1) or linking the Park and Ride to the A1309 via a signalised junction and using the existing Junction 11 roundabout (F3).

Assumptions:



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Option 7 (elements A, B, C, F, H, I, K & M)

A. New P&R M11 Junction 11 (Trumpington) B. Bus link & service parallel to M11 to Junction 12 C. Bus link & service to Junction 13 (+ Madingley Road improvements) F. New bus link from New P&R M11 Junction 11 to guided busway at Trumpington H. Cycling improvements on Barton Road I. Barton Road Park & Cycle K. Bus service through Cambridge NW (say, to Cambridge North station) M. New cycle link from Park & Cycle at Trumpington across M11

New Park and Ride site would be located near Junction 11 (Trumpington) of the M11 in addition or as a replacement to the existing Park and Ride site and would mean traffic from M11 Northbound and A10 would not have to cross the M11 Junction 11 to access the Park and Ride. There would be a bi-directional Western Orbital bus service running between Addenbrooke’s and Cambridge North Station, with intermediate stops at the existing Trumpington Pak and Ride, the new Junction 11 Park and Ride, Cambridge West, Madingley Road Park and Ride, Cambridge NW, Darwin Green, and the Science Park. A bus link (using existing or new infrastructure) would run from the new Park and Ride site to the guided busway at Trumpington. There would be priority for buses from the new Park and Ride site across Junction 11 and adjacent to A1309 Hauxton Road avoiding queuing traffic and enabling access to the existing Busway for journeys to Addenbrooke’s, City Centre and the Science Park. Bus links and services would be provided parallel to the M11 to Junction 12, through to Cambridge NW and at Junction 13. Cycling improvements would be made on Barton Road, including the introduction of a Park and Cycle at Junction 12. An orbital bus connection between peripheral employment hubs and the Cambridge North station would be established. There would also be the potential to run some services from Madingley Mulch Park and Ride (proposed as part of the A428 options) via the bus links to the Biomedical Campus. However, this option would not directly intercept all A601/B1046 traffic.


AM: 94 hours

PM: 169 hours

Variations:

The most likely configuration is to utilise elements A, M and F2. Option F2 involves the installation of traffic signals (to avoid collisions) on an existing 3.5 m wide accommodation bridge north of Junction 11. Variations on this plan include the building of a new bridge (F1) or linking the Park and Ride to the A1309 via a signalised junction and using the existing Junction 11 roundabout (F3).

To provide uncongested bus travel on the M11, the current assumption is that the only infrastructure required will be widening the slip roads to provide bus priority at these locations, which is where congestion is worst (options B3 & C3). This assumption remains to be tested, and other alternatives include the introduction of an offline busway (C1), buses travelling on lane 1 (C4) or introducing a new bus lane by widening the entire stretch of the motorway between junctions (C2).

Assumptions:


There will be a bus route available for use through the Cambridge North West and Darwin Green developments.

The park and cycle location is shown east of Junction 12 of the M11, but it may be beneficial to locate it west of the junction to avoid queues at this location. This assumption will be tested in more detail during phase 2 of the study.


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To provide uncongested bus travel on the M11, the current assumption is that the only infrastructure required will be widening the slip roads to provide bus priority at these locations, which is where congestion is worst. This assumption remains to be tested as part of phase 2.


Appendices


Option 9 (elements A, B, C, F, L & M)

A. New P&R M11 Junction 11 (Trumpington) B. Bus link & service parallel to M11 to Junction 12 C. Bus link & service to Junction 13 (+ Madingley Road improvements) F. New bus link from New P&R M11 Junction 11 to guided busway at Trumpington L. Orbital bus service via M11, Cambridge NW, Science Park, CC, Addenbrooke’s M. New cycle link from Park & Cycle at Trumpington across M11

A new Park and Ride site would be located near Junction 11 (Trumpington) of the M11 in addition or as a replacement to the existing Park and Ride site and would mean traffic from M11 northbound and A10 would not have to cross the M11 Junction 11 to access the Park and Ride. A bus link (using existing or new infrastructure) would run from the new Park and Ride site to the guided busway at Trumpington. There would be priority for buses from the new Park and Ride site across Junction 11 and adjacent to A1309 Hauxton Road avoiding queuing traffic and enabling access to the existing Busway for journeys to Addenbrooke’s, City Centre and the Science Park. Bus links and services would be established parallel to M11 to Junction 12, and to Junction 13. An orbital bus service via M11, Cambridge NW, City Centre and Addenbrooke’s would also be introduced. Option 9 provides orbital connection between peripheral employment hubs, all three of which would be connected through a circular bus service. The scheme also holds the potential to run some services from Madingley Mulch Park and Ride (proposed as part of the A428 options) via the bus links to the Biomedical Campus. It does not, however, directly intercept all A603/B1406 traffic, and the circular service could prove difficult to operate reliably.


AM: 265 hours

PM: 457 hours

Variations:

The most likely configuration for F is to utilise element F2. Option F2 involves the installation of traffic signals (to avoid collisions) on an existing 3.5 m wide accommodation bridge north of Junction 11. Variations on this plan include the building of a new bridge (F1) or linking the Park and Ride to the A1309 via a signalised junction and using the existing Junction 11 roundabout (F3).


Assumptions:

It is assumed that the current user of the existing accommodation bridge would consent to sharing its use, and that development within the Green Belt is permitted.



Appendices


Option 13 (elements A, B, C, D, F, L & M)

A. New P&R M11 Junction 11 (Trumpington) B. Bus link & service parallel to M11 to Junction 12 C. Bus link & service to Junction 13 (+ Madingley Road improvements) D. New P&R M11 Junction 12 Barton F. New bus link from New P&R M11 Junction 11 to guided busway at Trumpington L. Orbital bus service via M11, Cambridge NW, Science Park, CC, Addenbrooke’s M. New cycle link from Park & Cycle at Trumpington across M11

New Park and Ride sites would be located on Junction 12 near Barton and near Junction 11 (Trumpington) of the M11 in addition or as a replacement to the existing Park and Ride site and would mean traffic from M11 Northbound and A10 would not have to cross the M11 Junction 11 to access the Park and Ride. A bus link (using existing or new infrastructure) would run from the new Park and Ride site to the guided busway at Trumpington. There would be priority for buses from the new Park and Ride site across Junction 11 and adjacent to A1309 Hauxton Road, avoiding queuing traffic and enabling access to the existing Busway for journeys to Addenbrooke’s, City Centre and the Science Park. Bus links and services would be established parallel to M11 to Junction 12, and to Junction 13. An orbital bus service via M11, Cambridge NW, City Centre and Addenbrooke’s would also be introduced. Option 13 provides orbital connection between peripheral employment hubs, all three of which would be connected through a circular bus service. The scheme also holds the potential to run some services from Madingley Mulch Park and Ride (proposed as part of the A428 scheme) via the bus links to the Biomedical Campus. Additionally, it intercepts traffic coming in from the A603/B1046 in addition to Southbound traffic which cannot access Madingley Rise Park and Ride. However, serving Barton Road Park and Ride would require an extra stop/diversion for orbital services.


AM: 278 hours

PM: 492 hours

Variations:



Assumptions:




Appendices


Option 16 (elements A, B, D, F, H & M)

A. New P&R M11 Junction 11 (Trumpington) B. Bus link & service parallel to M11 to Junction 12 D. New P&R M11 Junction 12 Barton F. New bus link from New P&R M11 Junction 11 to guided busway at Trumpington H. Cycling improvements on Barton Road M. New cycle link from Park & Cycle at Trumpington across M11

New Park and Ride sites would be located on Junction 12 near Barton and near Junction 11 (Trumpington) of the M11in addition or as a replacement to the existing Park and Ride site and would mean traffic from M11 Northbound and A10 would not have to cross the M11 Junction 11 to access the Park and Ride. A bus link (using existing or new infrastructure) would run from the new Park and Ride site to the guided busway at Trumpington. There would be priority for buses from the new Park and Ride site across Junction 11 and adjacent to A1309 Hauxton Road, avoiding queuing traffic and enabling access to the existing Busway for journeys to Addenbrooke’s, City Centre and the Science Park. Furthermore, a new cycle link would be constructed from the Park and Ride at Trumpington and across the M11. A new bus link from the new Park and Ride at Junction 11 (Trumpington) to the guided busway at Trumpington would be established. Cycling improvements would also be made on Barton Road. Option 16 intercepts traffic coming from the A603/B1604 and Southbound M11 traffic which cannot access Madingley Rise Park and Ride, offering direct services from Barton Road Park and Ride to the Biomedical Campus (and the City Centre via the pre-existing busway). However, this option does not offer uncongested public transport alternatives for trips to peripheral employment hubs from the M11/A10, or for orbital trips between peripheral employment hubs. Additionally, orbital bus capacity is likely to be limited as services may have a high degree of interaction with general traffic between Junctions 12 and 13, with adverse impacts on journey times and reliability. There is also the risk of the potential duplication of the Trumpington Park and Ride. Although Option 16 intercepts the A603/B1604 traffic, there is no direct link to the City Centre, Cambridge NW or the Science Park.


AM: 0 hours

PM: 0 hours

Variations:


To provide uncongested bus travel on the M11, the current assumption is that the only infrastructure required will be widening the slip roads to provide bus priority at these locations, which is where congestion is worst (option B3). This assumption remains to be tested, and other alternatives include the introduction of an offline busway (B1), buses travelling on lane 1 (B4) or introducing a new bus lane by widening the entire stretch of the motorway between junctions (B2).

Assumptions:




Appendices


Option 19 (elements C, D, H & L)

C. Bus link and service between Junctions 12 and 13 (+ Madingley Road improvements) D. New P&R M11 Junction 12 Barton H. Cycling improvements on Barton Road L. Circular bus service via Cambridge NW, Science Park, city centre and Biomedical campus (running on M11 between Junctions 11 and 12).

A bus link and service between Junctions 12 and 13 of the M11 would be established. There would be a new Park and Ride site on Junction 12 of the M11 near Barton, and a circular bus service via Cambridge NW, the Science Park, the City Centre and the Biomedical campus running on the M11 between Junctions. Cycling improvements would also be made on Barton Road. This scheme intercepts traffic from A603/B1604 and M11/A10 South heading for Cambridge NW and the Science Park (and potentially the City Centre). All three of the peripheral employment hubs would be linked via the circular bus service (albeit via a longer route than the M11 corridor, or subject to M11 congestion). Option 19 intercepts Southbound traffic from the M11 which cannot access the Madingley Road Park and Ride. However, this option provides no benefits for M11/A10 South traffic heading for the Biomedical Campus and this traffic is unlikely to travel via Barton Road Park and Ride to access the City Centre. Additionally, orbital bus capacity is likely to be limited as services may have a high degree of interaction with general traffic with adverse impacts on journey times and reliability. The option has limited benefits for A428 and A603/B1406 traffic heading for the Biomedical Campus as there would not be priority for services on the M11 between Junctions 11 and 12.


AM: 203 hours

PM: 308 hours

Variations:

To provide uncongested bus travel on the M11, the current assumption is that the only infrastructure required will be widening the slip roads to provide bus priority at these locations, which is where congestion is worst (option C3). This assumption remains to be tested, and other alternatives include the introduction of an offline busway (C1), buses travelling on lane 1 (C4) or introducing a new bus lane by widening the entire stretch of the motorway between junctions (C2).

Assumptions:



Appendices


Option 20 (elements B, D, F, H & Busway)

B. Bus link/service between M11 Junctions 11 and 12. D. New P&R M11 Junction 12 Barton F. New bus link from New P&R M11 Junction 11 to guided busway at Trumpington H. Cycling improvements on Barton Road

New bus links would be established on the M11 between Junction 11 and Junction 12 and between a new Junction 11 M11 Park and Ride site to the guided busway at Trumpington. Another new Park and Ride site at Junction 12 of the M11 near Barton would be introduced. Additionally, cycling improvements would be made on Barton Road. Option 20 intercepts the A603/B1406 traffic bound for the Biomedical Campus or the City Centre (via the existing guided busway) and also the Southbound M11 traffic which cannot access the Madingley Rise Park and Ride. However, this option does not provide benefits for M11/A10 South or A428 traffic and does not connect the peripheral employment hubs via uncongested services. From the Barton Road Park and Ride there is no direct link to the City Centre, which is the area that sees the highest demand.


AM: 0 hours

PM: 0 hours

Variations:

The most likely configuration is to utilise element F2, which involves the installation of traffic signals (to avoid collisions) on an existing 3.5 m wide accommodation bridge north of Junction 11, and B3 in which only online slips are widened. Variations on this plan include the building of a new bridge (F1) or linking the Park and Ride to the A1309 via a signalised junction and using the existing Junction 11 roundabout (F3). Other alternatives for travel on the M11 include the introduction of an offline busway (B1), buses travelling on lane 1 (B4) or introducing a new bus lane by widening the entire stretch of the motorway between junctions (B2).

Assumptions




Appendices


Option 22 (elements A, B, C, D, F, H & M)

A. New P&R M11 Junction 11 (Trumpington) B. Bus link & service parallel to M11 to Junction 12 C. Bus link & service to Junction 13 (+ Madingley Road improvements) D. New P&R M11 Junction 12 Barton F. New bus link from New P&R M11 Junction 11 to guided busway at Trumpington H. Cycling improvements on Barton Road M. New cycle link from Park & Cycle at Trumpington across M11

New Park and Ride sites would be introduced at Junction 11 of the M11 (Trumpington) and Junction 12 of the M11 (Barton). New bus links and services would be established parallel to the M11 at Junction 12, Junction 13 and from the new Park and Ride on the M11 at Junction 11 to the guided busway at Trumpington. Cycling improvements would be made on Barton Road, in addition to a new cycle link from the Park and Cycle at Trumpington across the M11. Option 22 intercepts traffic coming from A603/B1604 and M11/A10 bound for Cambridge NW, the City Centre and the Biomedical Campus, as well as Southbound M11 traffic which cannot access Madingley Rise Park and Ride. The option provides orbital bus connection between peripheral employment hubs. There is also potential to run some services from Madingley Mulch Park and Ride (proposed as part of the A428 scheme) via the bus links to the Biomedical Campus. Furthermore, the option provides opportunities for cycle trips to employment sites from Park and Ride Sites. However, Option 22 does not provide a link to the Science Park for A603/B1406, and M11/A10 South traffic, although connection to Cambridgeshire Guided Busway could be an option from the South and South-West via the Biomedical Campus, Cambridge Station and City Centre. The option does not provide a link between the Science Park and Cambridge North West.


AM: 0 hours

PM: 0 hours

Variations:


To provide uncongested bus travel on the M11, the current assumption is that the only infrastructure required will be widening the slip roads to provide bus priority at these locations, which is where congestion is worst (option C3). This assumption remains to be tested, and other alternatives include the introduction of an offline busway (C1), buses travelling on lane 1 (C4) or introducing a new bus lane by widening the entire stretch of the motorway between junctions (C2).

Assumptions




Appendices


Option 30 (element L)

L. Circular bus service via M11, Cambridge NW, Science Park, city centre, Biomedical campus and M11

A circular bus service via the M11, Cambridge NW, the Science Park, the City Centre, the Biomedical Campus and the M11. This option provides a circular bus service that would connect all the key peripheral employment sites and the city centre. However, buses would run with general traffic on the M11 and throughout most of the route and therefore be subject to any delays on the M11 and through the city centre, affecting journey times and journey time reliability.


AM: 172 hours

PM: 263 hours

Variations:

N/A

Assumptions:

N/A


Appendices


B.5. Option List

No. Brief description Variants

1 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Associated cycle and guideway links into city centre.

On-line/off-line busway links

Bus prioritisation on existing infrastructure

Infrastructure improvements – use of accommodation bridge

2 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Bus service (north) along the M11 route to junction 12 with improvements along Barton Road into the City.

M11 route on-line, off-line options

Bus route on East/West side of M11

3 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Bus service (north) along the M11 route to junction 12 with improvements along Barton Road into the City. This option includes an additional Park & Ride site at Junction 12.

Position of P&R along A603 (East/West of M11)



Future of P&R’s in other areas/capacity

4 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Bus service (north) along the M11 route to junction 12 and 13.


Bus route East/West side of M11

Intersections/interactions with existing infrastructure.

5 New Park & Ride site west of the M11 at Junction 11 –Trumpington and Junction 12 – Barton Road. Associated cycle and guideway links into city centre



Infrastructure improvements

6 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Bus service (north) along the M11 route to junction 12 and 13. Linking with new bus service through NW Cambridge development to the New Rail Station (Cambridge North).




Routing and times of services

7 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Associated guideway links into city centre. Bus service (north) along the M11 route to junction 12 and 13, with the addition of a Park & Cycle site and cycle lane improvements along Barton Road. Linking with new bus service through NW Cambridge development to the New Rail Station (Cambridge North).





Position of P&R and P&C sites

8 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Bus service (north) along the M11 route to junction 12 and 13. Linking with new bus service through NW Cambridge development via the New Rail Station (Cambridge North) continuing through city to Addenbrooke’s.





9 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Associated cycle and guideway links into city centre. Bus service (north) along the M11 route to junction 12 and 13. Linking with new bus service through NW Cambridge development via the New Rail Station (Cambridge North) continuing through city to Addenbrooke’s



Infrastructure improvements – use of accommodation bridge




10 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Bus service (north) along the M11 route to junction 12 with improvements along Barton Road into the City. This option includes an additional Park & Ride site at Junction 12. New bus service through NW Cambridge development to the New Rail Station (Cambridge North).







Appendices



11 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Bus service (north) along the M11 route to junction 12 and 13, With additional P&R site on A603/Barton Road. Linking with new bus service through NW Cambridge development to the New Rail Station (Cambridge North).





12 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Bus service (north) along the M11 route to junction 12 with improvements along Barton Road into the City. This option includes an additional Park & Ride site at Junction 12. New bus service through NW Cambridge development via the New Rail Station (Cambridge North) continuing through city to Addenbrooke’s






13 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Associated guideway links into city centre. Bus service (north) along the M11 route to junction 12 and 13, With additional P&R site on A603/Barton Road. New bus service through NW Cambridge development via the New Rail Station (Cambridge North) continuing through city to Addenbrooke’s






14 New busway/services running along M11 route using Trumping to and Madingley roads to access city


Service distribution

Links into City

15 New Park & Ride at Barton Road/Junction 12 site with bus route running between Junction 12 and 13



16 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Associated guideway links into city centre. Bus service (north) along the M11 route to junction 11 and 12, Park & Ride at Barton with cycle lane improvements along Barton Road.



17 P&R at Barton Road site with bus service/lane improvements into the City

P&R site location

Service frequencies

Infrastructure improvements (on-line/off-line)

18 New Park & Ride at Barton Road/Junction 12 site with bus route running between Junction 12 and 13, linking with new bus service through NW Cambridge development to the New Rail Station (Cambridge North).

P&R site location


Service distribution/routes through new development

19 New Park & Ride at Barton Road/Junction 12 site with bus route running between Junction 12 and 13. New bus service through NW Cambridge development via the New Rail Station (Cambridge North) continuing through city to Addenbrooke’s

P&R site location



20 New Park & Ride at Barton Road/Junction 12 site with bus service (north) along the M11 route to junction 11 and 12, with cycle lane improvements along Barton Road.

P&R site location



21 New bus stop on new bus route between Junction 12 and 13, at Barton road end.

Bus stop location


22 New Park & Ride site west of the M11 at Junction 11 in Trumpington. Associated guideway links into city centre. Bus service (north) along the M11 route to junction 11 and 13, Park & Ride at Barton with cycle lane improvements along Barton Road.



23 New bus stop and bus improvements along Barton road. Bus stop location

Type of improvements (on-line/off-line)

24 Park & Cycle site and cycle lane improvements along Barton Road.

P&C Location


Appendices



25 Park & Cycle site and cycle lane improvements along Trumpington Road.

P&C location

26 Park & Cycle in Trumpington P&C location

27 New bus service through NW Cambridge development via the New Rail Station (Cambridge North)

Service routes and timings

28 New Park & Ride site west of the M11 at Junction 11 in Trumpington, with associated bus links to City. Bus service (north) along the M11 route to junction 11 and 13. Linking with new bus service through NW Cambridge development to the New Rail Station (Cambridge North).





29 Orbital services via M11 through new NW developments and science park back down to Addenbrooke’s.

Routing and timing of services

30 New Park & Ride site west of the M11 at Junction 11 in Trumpington, with associated bus links to City. Bus service (north) along the M11 route to junction 11 and 13. New bus service through NW Cambridge development via the New Rail Station (Cambridge North) continuing through city to Addenbrooke’s





31 Park & Rail site a Foxton with additional rail services via Addenbrooke’s through to new station (Cambridge North)

P&R location

Rail line improvements/Capacity


Appendices


Appendix C. Engineering and Modelling Input

C.1. Engineering Input Cost Information £1.377 million => Per km of New Route £1.1232 million => Per km of Single Lane Widening £1.265 million => Per km of Bus Priority Facilities Park and ride => £3.2 million Signalised Roundabout =>£4.9 million Timescale Information Existing Cambridge Guided Bus = 25km over 3 years= 8.3km/year Minor Structure = 8 weeks (2 months) Major Structure = 6 months Major Bridge = 11 months Minor Junction = 12 weeks (3 months) Major Junction = 7 months New Signals = 12 weeks (3 months) Signalised Roundabout = 16 weeks (4 months)

Information produced using Highway Agency Area 8 Website. (Not taking into account stats.)


Appendices


Option 1 A, F & M

Cost A. Park and ride- £3.2million

F. Offline link:

1.

Offline Bus link- £4million

New Bridge over M11- £10 to 30million

Culverts - £1.15million

Signalised junction - £120,000

OR

Using Existing Bridge: Offline Bus link- £4million


OR

Link to Existing Road: Bus priority - £1.4million

M. New cycle link- £390,000

With offline link: Estimated cost £38.86million

Using existing bridge: Estimated cost £8.74million

Without new bridges: Estimated cost £4.99million

Land Take A. Park and ride: 80,000 m2

F. Offline link: 1.5km x 18.5m = 27,750 m2

Using Existing Bridge: No land take required

Link to Existing Road: 1.1km X 10m = 11,000m2

M. New cycle link 1.3km x 5m = 6,500m2

Estimated land take = 114,250 m2

Timescales A. Park and ride: 12 months

F. Offline link: 18 months

Using Existing Bridge: 6 months

Link to Existing Road: 8 months

M. New cycle link 2 months

Offline link option: Max timescale - 32months

Min (concurrent) timescale - 14months

Link to existing road option: Max timescale - 20months



Appendices


Using existing bridge option: Max timescale - 22months


Note: Retention period after construction not included, usually 12months.


Appendices


Option 5 A, D, E, F, H & M


D. Park and ride- £3.2million

E. Single lane widening with bus priority- £6.9million

F. Offline link:

2.





OR



OR


H. Cycle improvements - £1.05million


With offline bus link: Estimated cost £50.01million

Using existing Bridge: Estimated cost £19.89million

Link to existing road: Estimated cost £16.14million


D. Park and ride: 80,000 m2

E. Single lane widening with bus priority

2.5km x 5m = 12,500m2




H. Cycle improvements 3.5km x 5m = 17,500 m2

M. New cycle link 1.3km x 5m = 6,500 m2




Appendices


D. Park and ride: 12 months

E. Single lane widening with bus priority

5 months




H. Cycle improvements 5 months




Link to existing road option: Max timescale - 42months


Using existing bridge option: Max timescale – 44 months




Appendices


Option 7 A, B, C, F, H, I & K


B. Offline Busway:

Busway link to M11 J12- £9.78million

Bridges over River Cam and Bourn Brook- £7.3million


OR

Online widening full stretch: Widening CR/Verge - £8.4million

Bus priority- £9.4million

Concrete Barrier - £3.7million

Variable message signs - £900,000

OR

Online widening slip roads only: Widening to verge - £1.5million

Bus Priority- £1.6million

Variable message signs - £1.2million

OR

Online Lane 1: no construction costs estimated

C. Offline busway: Offline route - £8.45million

Culvert - £580,000

OR

Online widening full stretch: Widening to CR/Verge - £6million Variable message boards- £2.4million

Central concrete barrier- £2.7million

Bus priority - £7million

OR


Bus priority - £1.4million

Variable message boards - £1.2million

OR


F. Offline link:

3.





OR


Appendices




OR


H. Cycle improvements - £1.05million

I. Park and cycle - £3.2million


With offline busway, bus link and link to existing road: Estimated cost £38.85million

Online widening full stretch with link to existing road: Estimated cost £49.74million

Online widening slip roads with link to existing road: Estimated cost £17.54million

Online Lane 1 running with link to existing road: Estimated costs £9.24million


B. Offline Busway: 3.7km x 18.5m = 68,450 m2

Online widening full stretch: No land take required

Online widening slip roads only: No land take required

Online Lane 1: No land take required

C. Offline busway: 3.2km x 18.5m = 59,200 m2








I. Park and cycle 80,000 m2


Estimated land take = 259,400m2


B./ Offline Busway: 40 months


Appendices


C. Online widening full stretch: 34 months

Online widening slip roads only: 4 months

Online Lane 1: 0 months





I. Park and cycle 12 months




Online widening full stretch option:

Max timescale - 69months


Online widening slip roads only option:



Online line 1 option:





Appendices


Option 9 A, B, C, F, L & M


B. Offline Busway:




OR





OR




OR



Culvert - £580,000

OR




OR




OR


F. Offline link:

4.





OR


Appendices




OR


M. New cycle link £390,000

















L. Orbital bus services No land take required




B./

C.

Offline Busway: 40 months

Online widening full stretch: 34 months





Appendices





Offline link option: Max timescale – 60 months

Min (concurrent) timescale – 20 months

Online widening full stretch option: Max timescale – 54 months


Online widening slip roads only option: Max timescale – 24 months


Online line 1 option: Max timescale – 20 months


Note: Retention period after construction not included, usually 12 months.


Appendices


Option 13 A, B, C, D, F & L


B. Offline Busway:




OR





OR




OR



Culvert - £580,000

OR




OR




OR



F. Offline link:

5.




Appendices




OR



OR


M. New cycle link £390,000


















L. Orbital bus services No land take required





Appendices


B./

C.















Max timescale – 34 months






Appendices


Option 16 A, B, D, F, H &M


B. Offline Busway:




OR





OR




OR



F. Offline link:

6.





OR



OR


H. Cycle improvements- £1.05million





Appendices














M. New cycle link 1.3km x 5m = 6,500m2



B. Offline Busway: 32 months










Appendices








Max timescale – 41 months






Appendices


Option 19 C, D, H & L

Cost C. Offline busway: Offline route - £8.45million

Culvert - £580,000

OR




OR




OR



H. Cycling improvements- £1.05millions

With offline busway and bus link: Estimated cost £13.28million

Online widening full stretch: Estimated cost £22.35million

Online widening slip roads: Estimated cost £8.25million

Online Lane 1 running: Estimated costs £4.25million

Land take C. Offline busway: 3.2km x 18.5m = 59,200 m2





H. Cycling improvements 3.5km x 5m = 17,500 m2


Timescales C. Offline Busway: 15months





Appendices














Appendices


Option 20 B, D, F, H, Busway

Cost B. Offline Busway:




OR





OR




OR



F. Offline link:

7.





OR



OR







Land take B. Offline Busway: 3.7km x 18.5m = 68,450 m2



Appendices










Timescales B. Offline Busway: 32 months















Online line 1 option: Max timescale – 23months



Appendices


Option 22 A, B, C, D, F, H & M


B. Offline Busway:




OR





OR




OR



Culvert - £580,000

OR




OR




OR



F. Offline link:

8.




Appendices




OR



OR

























Appendices



B./

C.




















Option 30 L

Cost L. Circular bus service - No construction cost anticipated

Land take L. Circular bus service - No land take required

Timescales L. Circular bus service - No timescale to be estimated


Appendices


C.2. Modelling input

Demand Analysis

The 2011 and 2031 CSRM models have been used to extract a sectored demand matrix of all the trips in the Western Orbital catchment area. For each option, a slightly different set of origins / destinations are likely to be served and therefore the total demand each option can cater for is slightly different. The origins / destinations served by each option were agreed and the appropriate demand from the model was summed for each option to provide an indication of the maximum level of demand for each scheme. The maximum demand available to each scheme can be seen in Table -5. Figure -13 to Figure -15 diagrammatically represent the differences in trip numbers between 2011 and 2031 by zones.

Figure -13 Increase in AM peak trips from 2011 to 2031 for main trip attractors in the City


Appendices


Figure -14 Increase in AM peak trips from 2011 to 2031 for main trip generators in the City

Figure -15 Increase in AM peak trips from 2011 to 2031 for main generators outside the City


Appendices


Table -5 Forecast Demand in Scope by year, time period and option

Option Number 1 5 7 9 13 16 19 20 22 30

2011 AM Peak Period Demand in Scope (3 hours) 1,252 3,234 5,311 22,768 24,336 1,771 22,600 469 1,771 18,870

2011 PM Peak Period Demand in Scope (3 hours) 1,349 3,273 5,577 18,557 20,300 2,026 18,652 554 2,026 14,635

2011 AM + PM Demand in Scope (6 hours) 2,601 6,507 10,888 41,325 44,636 3,797 41,252 1,023 3,797 33,505

2031 AM Peak Period Demand in Scope (3 hours) 1,614 3,623 7,933 35,368 36,979 2,578 34,781 799 2,578 30,916

2031 PM Peak Period Demand in Scope (3 hours) 1,811 3,937 8,230 28,709 30,721 3,087 28,561 1,021 3,087 23,949

2031 AM + PM Demand in Scope (6 hours) 3,425 7,560 16,163 64,077 67,700 5,665 63,342 1,820 5,665 54,865

Table -6 2031 Average Forecast Journey Time Savings and Demand Benefits per Option

Metric Optn 1 Optn 5 Optn 7 Optn 9 Optn 13 Optn 16 Optn 19 Optn 20 Optn 22 Optn 30

2031 AM Average Journey Time Saving Per Person (mins)

0.000 3.804 3.384 3.920 3.809 0.000 4.082 0.000 0.000 4.089

2031 PM Average Journey Time Saving Per Person (mins)

0.000 6.080 5.005 3.894 4.023 0.000 3.441 0.000 0.000 3.397

2031 Demand that would benefit from reduced travel time, AM peak period (people)

0 1,677 1,659 4,056 4,381 0 2,978 0 0 2,520

2031 Demand that would benefit from reduced travel time, PM peak period (people)

0 2,126 2,026 7,046 7,345 0 5,379 0 0 4,654

Total 2031 travel time saving (average saving * demand) , AM peak (Hours)

0 106 94 265 278 0 203 0 0 172

Total 2031 travel time saving (average saving * demand) , PM peak (Hours)

0 215 169 457 492 0 308 0 0 264

Total 2031 travel time saving (average saving * demand) , AM + PM peak (Hours)

0 322 263 722 771 0 511 0 0 435


Appendices


Appendix D. Options Appraisal

D.1. Workshop #2


Appendices



Appendices


Appendix E. Appraisal Summary Table


Appendices


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