Cambridge Friends of the
Earth
Newletter February 2000
Transport
Cambridge Bus User Group launched
You may have seen some recent media publicity for CamBUC, the new
Cambridge Area Bus Users' Campaign. This has been set up with
assistance from Cambridge FOE and other CSTF organisations. This
group aims, within the area in and around Cambridge:
To promote public transport as a sustainable mode of
travel.
To promote the role of buses within an integrated transport
system and campaign for better interchange facilities.
To campaign for improvements in bus services, their reliability
and information concerning them.
To campaign for and contribute to effective monitoring of buses
and sensitive consultation of public transport users.
To ensure decision-makers take public transport seriously in
planning the future of the area.
To campaign for ease of access by public transport to new and
existing developments of all types.
To encourage and enable those who live and work locally to make
better use of public transport.
To support the reduction of inappropriate car use, while
recognising the role of the car within an integrated and
sustainable local transport system .
Cambridge FOE members qualify for membership at a reduced
subscription rate. Please contact CamBUC by email on
cambuc@bigfoot.com or by telephone on 01223 527028 for further
details. Or you can write to CamBUC c/o the Cambridge FOE office.
John Ratcliff
______________________________________________________________________________
Road building back on the agenda
Now that Lord Macdonald (any relation to a well-known firm of a
similar name?) is in day-to-day control of transport policy we must
expect further battles over new roads. Have you heard the song
they're now singing, "Old Macdonald had a dream - a car for every
adult..."? But before you join those clamouring for Swampy to come
out of retirement, just remember that, unlike last time, the main
opposition party is even more obsessively pro-car than the Government
(1). The situation clearly needs careful handling by
environmentalists.
Locally, the A428 corridor to the west of Cambridge is causing
most concern. The Highways Agency clearly see this as a prime site
for a new motorway by stealth. The new settlement at Cambourne and
Cambridge University's West Cambridge Development - both ludicrously
badly served by public transport - are adding to the pressures. A new
ploy by the road-builders seems to be to offer sweeteners in the form
of new footpaths and bridleways and then promptly withdraw the offer
once planning permission is granted (2).
Cambridge FOE is urging that no decisions are taken on the A428
until the completion of the Cambridge-Huntingdon multi-modal study.
This will be looking at how various modes of transport can be used to
solve the safety and congestion problems of the A14 between these two
towns. We see it as an opportunity to press for a reopened St Ives
railway, but we will have to fight the might of the road lobby who
seem to want both "improvements" to the A14 and a new
privately-financed toll-road along the old railway line.
This last threat makes it all the more important that we support
campaigners fighting the first such scheme - the Birmingham Northern
Relief Road (relief for whom?). One of their current aims is to put
pressure on the banks bidding to finance the project. These include
Lloyds/TSB, Halifax, Abbey National and the Royal Bank of Scotland.
If you bank with one of these, please write them a letter to the
effect that the road is not only environmentally damaging but makes
no economic sense either (3).
John Ratcliff
Notes:
(1) See "Tax, Transport and the Tories" - a leaflet available from
FOE's national office or on the web at
www.FoE.co.uk/camps/attran/pubs/tax_transport_tories.htm .
(2) This is what appears to be happening to a proposed bridge
across the new A428 at Cambourne. A petition is being circulated by
the Ramblers' Association and British Horse Society. Please contact
me if you would like more details.
(3) More details are available from Chris Crean at Birmingham FOE,
54 Allison Street, Digbeth, Birmingham, B5 5TH (tel 01922 636601 or
0121 643 9117) or at www.beep.dial.pipex.com/bnrr
______________________________________________________________________________
Cambridge Rapid Transit System
Rapid Transport International (RTI), with offices in Northampton,
is a founder member of a European consortium developing a new public
transport system which is intermediate between the bus and the tram
(the rapid transit system - RTS). The consortium is led by the French
transit authority (RATP) and involves partners from local and
regional authorities, manufacturers and academic institutions from
various EU countries. The system seems to be suited to medium-sized
towns and city suburbs where population densities cannot support the
investment required to build light rail and where the flexibility of
a bus system is required. The consortium is now demonstrating new
vehicle types and forms of guidance in various European locations.
One such project, now well established, is the Northampton RTS. In
the UK, Cambridge seems set to become the location of the next
project.
A planning application for a RTS for Cambridge is being submitted
by Cambridge RTS Ltd. (CRTS). The company is a joint venture between
Stagecoach and RTI. Cambus is actively involved in the project. The
initial planning application will be for a route from the proposed
Trumpington park and Ride site to the city centre. The final
infrastructure will consist of a core network of seven lines
radiating out from the city centre to other Park and Ride sites or
new developments, and perhaps to market towns beyond. Further
planning applications will follow in respect of additional lines. A
charter has been signed by the following organisations who are
committed to developing the Cambridge RTS: Railtrack plc, CRTS Ltd,
Cambus, Gallagher Estates Ltd, Integrated Transport Management Ltd
(ITM) and RTI Stagecoach.
Fulfilling the car user's requirements
The RTI approach to developing better local transport systems is
based on the concept of partnerships between the private and public
sector. This structure ensures that the system will fit in with local
policy objectives for the development of the local transport network,
while the private sector can provide funding and technical
expertise.
To meet policy objectives of reduced car use, public
transport must meet the aspirations of the car user. It must be
comfortable, convenient, flexible and cost effective. Rail systems go
some of the way in meeting those needs but for many areas it is not
suitable due to space constraints, insufficient passenger numbers or
financial constraints. It is envisaged that the RTS will go much
further in fulfilling the car user's requirements.
The RTS consists of a Rapid Transit Vehicle (RTV) which runs
on physically separate or segregated lanes (segways) wherever
possible. It can also run on normal roads allowing complete access to
town centres and residential areas, where space constraints do not
allow segways, offering the maximum flexibility of a bus service.
Through Stagecoach, RTI will work with Cambus to ensure the Cambridge
RTS works with the conventional bus network. Because the RTV runs on
segways, it will not be impeded by other traffic and timetables can
be guaranteed, therefore the system can operate in synchrony with the
railway system. This integration with both the bus and rail system
will provide a local integrated transport system with a much higher
standard. Finally, the RTS has the cost effective characteristics of
a bus service.
Bridging the gap between car and bus
The RTV itself is built around a conventional low floor bus
chassis, has rubber-tyred wheels, and conventional steering, allowing
it to operate as described above. When running in segways, it can run
in 'guided mode', ie. use physical, electrical or optical guidance
systems. The system is therefore sometimes referred to as the 'guided
bus'. However, it has a custom built body, different seating
arrangement, air conditioning, and is quiet, therefore bridging the
quality gap between car and bus. The RTV will possess emission levels
meeting the most stringent EU standards.
Access to the RTS will be at RTV stations on segways, and
presumably at stops like conventional bus stops in town centres and
residential areas. The RTV stations will be furnished with ticket
machines, and real time information which will show when the next RTV
arrives. The stations will be totally enclosed where possible.
Timetable information will also be available on the internet and
teletext and on real time information display boards in shopping or
community centres. The RTS and stations will be integrated into new
developments. Pedestrian routes to stations will also be carefully
designed.
Cambridge FOE in principle welcomes any innovation in the local
transport system which will ease traffic congestion, cut down on car
use and improve the quality of the system overall. However, we have
yet to formulate a detailed response to the proposed system. We shall
be doing so in close co-operation with other groups, including
CamBUC. Already concerns have been expressed that the proposals would
prevent the restoration of the St. Ives Line to the rail network, and
would not serve significant communities like Bar Hill and Milton.
James Murray
______________________________________________________________________________
Labour puts the record straight
Last year Cambridge FOE Transport and Planning Group conducted a
survey among the then local election candidates to gauge their
attitudes to local planning and transport issues. A summary of the
results of the survey was published in the article "Local election
candidates' attitudes to transport issues" in the Cambridge Friends
of the Earth Newsletter, July 1999. In the same article the issue of
the lack of response from the City Council Labour Group candidates
was raised. I would like now to explain the way the City Council
Labour Group handled the survey.
It was raised at a Group meeting where it became clear that new
candidates needed to know Group policy on various issues before they
felt confident in answering some of the questions. I therefore
prepared a briefing sheet for issue to our candidates. I am sorry if
this led to some delays in their replying and if - in the heat of an
election campaign - some candidates missed the deadline. However, in
the Labour Party we do consider it important that a clear and
consistent view emerges from candidates' statements and not a
confusing and contradictory one. The former enables the electorate to
hold us to account; the latter leads to cynicism and frustration
about the political process. I hope it is not too late to put the
record straight about our policies, so here is the Labour Group view
on the issues raised by the Transport and Planning Group Survey.
Labour Group policy on transport and planning issues
1. Given current development pressures in the area, should the
Green Belt remain wholly intact?
No. We hope that a review of the fundamental purposes of the
Green Belt will reveal that there are opportunities to change its
boundaries to enable more housing to be built.
There are two main reasons for this:
(a) Pressure on housing in the City is forcing up
house prices to the extent that those on low or medium incomes cannot
afford to live in Cambridge. This is forcing people to live well
beyond the Green Belt and commute into the City. Moreover, we need
4000 new houses to accommodate families currently living in
overcrowded conditions. We believe that development in parts of the
existing Green Belt, including a high proportion of affordable and
social housing, would help to stabilise prices and increase social
equity.
(b) Housing should be near jobs, promoting a more
sustainable lifestyle and causing less congestion and pollution. One
of the City's main problems is the environmental impact of commuter
traffic. It is important for the region - and the country as a whole
- that we maintain a strong position in the high-tech business sector
and those businesses want to be located in the Cambridge sub-region.
Equivalent provision of housing must be made locally in the interest
of sustainability.
2. The Road Traffic Reduction Act requires local authorities to
set targets to reduce traffic or to reduce the rate of traffic
growth. Will you press for adoption of traffic reduction targets
rather than allowing traffic to continue to grow?
Yes. One of the indicators in our Sustainable City strategy
is a change in the way people travel to work. We aim to achieve a
shift from the car to public transport, cycling and walking. The
baseline figures for cycling to work are already good but we aim to
improve them by making conditions safer. We are putting bus lanes in
place as Park & Ride develops. Increasing numbers of people are
using this service.
3. What do you see as the priorities for improving transport
links in the region?
In no particular order:
(a) accountable public transport tenders leading to better
bus services;
(b) more cycle routes;
(c) using disused rail-links to provide better local
services;
(d) better transport links at Cambridge station and new
stations serving Addenbrooke's and the Science Park;
(e) a tax on private non-residential parking with the
income invested in alternative modes of transport.
(f) improving facilities for the users of long distance
coaches by seeking a better location for the central terminus.
4. What measures would you support for the A14 transport
corridor? For instance:
Should alternatives be promoted to road transport?
Should the A14 itself be widened?
(a) Make the A14 safer by improving access
arrangements.
(b) Use the St Ives line, preferably for a guided bus route
(see p.18), but alternatively for trains.
(c) Provide transport interchange at Chesterton Park,
possibly including freight interchange if this could be shown to
decrease - and not increase - the amount of traffic on the A14.
The A14 should not be widened; there are many safety improvements
which can be made to mitigate existing difficulties.
5. Do you think that an Addenbrooke's multi-storey car park
would solve the access problems to the site and would you support
such a scheme?
No. A multi-storey there might mean that less of the site
had to be under tarmac (which is no bad thing). However, the cost of
a multi-storey would probably require higher parking charges there,
leading to more visitors parking off-site in local streets.
Addenbrooke's seems to be working hard to solve some of the
problems caused by traffic to the site and the bus company has now
provided direct bus access from three Park & Ride sites. A new
station would probably have some impact on the number of private cars
at present going to the site.
The remaining questions were about the personal travel habits of
candidates, and not policy matters, but here are my own answers:
6. Do you regularly use: Local Buses?
I only use them very rarely - because I go nearly everywhere
in the City by bike.
7. How do you travel to council meetings?
I always go to the Guildhall on my bike or by foot. These
are so much quicker and easier than other means.
Gill Richardson,
Chair of Environment Committee,
Cambridge City Council
______________________________________________________________________________
Interested in Transport Issues?
The Transport and Planning group has continued to meet monthly and
the few regular attenders have had some interesting discussions.
However, we are feeling overwhelmed by the number of important
ongoing issues.
We have made comments on the Cambridgeshire Transport Plan, the
South Cambs Local Plan, the Regional Planning Guidance, and the East
of England Economic Development Strategy. But we have not had time to
make detailed comments on a number of important planning
applications, such as the Cattle Market, Grand Arcade, and the Sutton
"Factory Outlet" shopping scheme.
At a recent meeting, Dave Earl, who has co-ordinated the group so
ably and enthusiastically for many years, told us that, because of
promotion at work, he will have to severely limit his activities in
future. We would like to thank Dave for the tremendous contribution
he has made, and are pleased that, through his involvement with the
Cycling Campaign, he will still be playing a major role in the local
transport debate.
During the last year, Dave, with his Cycling Campaign colleague,
Clare Macrae, has set up the Cambridgeshire Sustainable Transport
Forum (CSTF). This brings together several local groups, including
those of FOE, Transport 2000, CPRE, the Ramblers Association, the
Cycling Campaign, the Railway Development Society, and the
Pedestrians Association. It meets only occasionally, but there is
regular email communication, enabling us all to keep up-to-date on
important local transport issues. As a result, we were able to get
our ideas across effectively at the recent meeting of the County
Council's Transport Forum and hope to have a major influence on the
final shape of their Local Transport Plan.
CSTF will enable FOE to continue to draw on Dave's knowledge and
experience, as well as that of other local experts. But we badly need
new volunteers to help us make full responses to the many important
consultations undertaken by local, regional and central government
and other agencies. The main qualities needed are:
1) concern about the effects of unsustainable development on the
local environment;
2) a belief that our transport problems can only be solved by
reducing the need to travel,
promoting cycling, walking and public transport, and
locating new development where it can easily be accessed by these
means;
3) enthusiasm and a willingness to learn from experience.
If you want to find out more about what is involved, please
contact me by email on john_ratcliff@lineone.net or by telephone on
01223 245533. If you have access to email (or fax) you will be able
to make a significant contribution even if you cannot attend our
meetings (on the second Monday of each month).
John Ratcliff
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