Movement and Connections in the Garden Community

Here you can view our policy for Movement and Connections. To see the Draft Plan in full (PDF), or to see other polices in our Draft Plan - please refer to the useful links on this page.

Movement and Connections

THE GARDEN COMMUNITY WILL BE STRUCTURED AROUND A DENSE NETWORK OF TRAFFIC-FREE WALK AND CYCLE ROUTES WITH RAPID PUBLIC TRANSIT PRIORITISED AND SUPPORTED BY A RANGE OF INNOVATIVE MOBILITY MEASURES. THIS WILL ENSURE DAY TO DAY TRIPS ARE SHORTER, QUICKER AND CHEAPER WITHOUT A CAR.

This chapter sets out the policy expectations in relation to Movement and Connections. The key objectives and principles for the Garden Community are to ensure neighbourhoods are walkable, low traffic and livable, where residents can access most of their daily needs within a 15 minute walk or bike ride from their home. The Garden Community will be designed and built in a way that reduces the need to travel, especially by car, and enables new ways of working and service delivery that supports remote working and digital solutions.

1. Section 1 Local Plan

In respect of the topics covered under the theme of Movement and Connections, some of the main requirements expected to be covered in this Plan, as set out in the policies of the adopted Section 1 Local Plan, include:

details of the design and delivery of the A120-A133 Link Road and the Rapid Transit System (RTS) and how they will be integrated as part of the Garden Community;
delivery of the supporting transport infrastructure for the Garden Community;
measures for sustainable transport provision and targets for ‘modal share’ – i.e. aiming to change travel behaviour to reduce car use and maximise walking, cycling and use of public transit;
measures for ensuring sustainable transport measures are provided early, from the very first occupation of homes at the Garden Community;
the network of footpaths, cycleways and bridleways to enhance accessibility within the site and to the adjoining areas – including the University, Hythe station and Colchester Town Centre;
innovative strategies for the management of private car use and parking, including the promotion of car clubs and car sharing, and the provision of electric car charging points;
parking facilities that can be adapted if levels of private car ownership fall;
park and ride facilities and other effective integrated measures to lessen the transport impacts of the proposed development on the strategic and local road network;
measures for delivering reliable high speed/ultrafast broadband at all new and existing property; and
longer term transport interventions designed to minimise the impacts on the strategic and local transport network and that fully lessen any environmental or traffic impacts arising from the development.

2. Principles

A PLACE WHERE PEOPLE HAVE PRIORITY

The starting point for the design of the Garden Community will be a network of people-focused streets and traffic-free routes that ensure it is quicker to walk, cycle and scoot than use the car. The streets will be for play and enjoyment first, with traffic and deliveries carefully managed such that the streets are seen as a key setting for community life. While the Garden Community will not design out the car it will purposefully be planned for a different future where reduced private ownership and shared modes are efficient, safe and cheaper. While access will be possible to every house by car, the design of the streets will mean that cars will move slowly and be understood as guests in the streetscape. The streets will be designed such that parking spaces, car parks and car courts can be repurposed as community spaces as car ownership falls in the future.

A PLACE WITH RAPID, EFFICIENT AND COST EFFECTIVE PUBLIC TRANSPORT

A new Rapid Transit network will link the Garden Community to the wider area on high quality vehicles, operating at high frequencies and offering faster journey times to key destinations than by other means such as the private car. This will make Rapid Transit the first choice for trips into Colchester and beyond. This will be a huge benefit for existing communities and for those travelling in to use the Park and Choose site, making the area even more attractive as a place to live, work, play and visit.

A PLACE WHERE ACTIVE AND SUSTAINABLE TRAVEL IS THE NATURAL CHOICE

Journeys will be different. The streets will be designed for people not cars, while dedicated traffic-free links will make walking, cycling and shared transport the natural choice for most trips – whether this may be going to work, dropping the kids off at school on the way or meeting friends at the weekend. It will be more direct, quicker and cheaper to travel by active and sustainable modes and therefore there will be less need to own a car.

A CONNECTED PLACE

The Garden Community will have excellent strategic connections to Colchester, Tendring and beyond. Locally the Garden Community will be seamlessly connected with local destinations such as the University and residents will find it easy to connect to neighbours, both on- and off-site.

3. Engagement Feedback

What we heard

Feedback from our engagement processes included a push towards renewable energy and alternative transport and support for the provision of electric vehicle charging points. There were divided views on the overall approach the Garden Community should take to cars, but a recognition of the importance of car access across the Garden Community for delivery access, maintenance and tradespeople, the emergency services, and for people with disabilities.

Feedback was that localised green public transport should be at the heart of transportation planning within the Garden Community and the Garden Community should encourage alternative forms of transport, such as bicycles and e-scooters. Most people agreed that the development should focus on ensuring that people want to use public transport, rather than discouraging car use. Some people felt that this means public transport should be affordable and accessible, at least as convenient as using the car and cheaper overall.

Some people said the Rapid Transit System (RTS) should exceed expectations. A few people felt that the RTS proposal was unclear and did not feel that the language used to describe what it offered was intuitive.

When thinking about Movement and Connections in the Garden Community, our visioning workshops, survey, and postcard from the future participants:

Were divided over car-related infrastructure.
Agreed on the need for electric vehicle charging points.
Felt that the focus should be on providing high quality public transport.
Wanted public transport to be green and attractive.
Wanted public and all other forms of transport to work together.
Wanted easy storage of alternative vehicles.
Felt that cars should be separated from cyclists and pedestrians.
Wanted easy access to amenities.
Were concerned about the impact of population increases on traffic.

When thinking about Movement and Connections in the Garden Community, our statutory stakeholders workshops, engagement website, and social media participants spoke of:

The importance of the Garden Community being walkable, cyclable and promoting active travel generally.
The importance of linking the Garden Community to other walking and cycling networks; jobs; and particularly to day-to-day amenities.
The importance of making travel choices clear and how the design of the community would help this.
People talked about the need for early and quality public transport.
Some people acknowledged that car ownership wasn’t necessarily the focus, but car use.
A few people talked specifically about making provision for the car.

What we’ve done

The Councils agree that the Garden Community should provide high quality, sustainable connections and environments that make walking, cycling and public transport the most attractive method of travel. The draft policy covers a wide range of transportation topics, including active and healthy travel, public transport, parking, electric vehicle charging and the Rapid Transit System.

4. Policy 7: Movement and Connections

Taking forward the requirements of the Section 1 Local Plan and taking into account the views of local people and other stakeholders, Policy 7 sets out the Councils’ expectation for the Garden Community to be walkable, low traffic and livable.

Policy 7. Movement and Connections

Part A: Vision and Design Approach

A place-based approach to achieving net zero carbon transport by 2050 for the Garden Community will be taken that focuses on creating better places and healthier, happier, more resilient communities. The Garden Community will be designed with active travel and the high frequency public transport RTS route at its core, with this being the starting point of both the Strategic Masterplan, the Neighbourhood Masterplans and the design of all neighbourhoods.

The Garden Community will:

Provide high quality sustainable connections and environments that make walking, cycling and public transport the most attractive method of travel by ensuring they are more pleasant, direct, and quicker than travelling by car.
Prioritise movement within the site for sustainable modes making walking, cycling and public transport the mode of choice for travel around the Garden Community by providing dedicated movement corridors where segregation from general traffic is the default.
Ensure the design creates permeable neighbourhoods for walking, cycling and public transport, with excellent connections to key destinations within and beyond the Garden Community, taking into account opportunities for future potential connections.
Comply with modal split targets (the number of trips by walking, cycling, public transport and private vehicle) that will be agreed by the Councils.
Ensure all active travel movement corridors and transport infrastructure hubs are designed with ecology and green infrastructure in mind.
Ensure all movement corridors are safe and accessible to all, with convenient, direct, inclusive routes that are well-lit with natural surveillance.
Integrate the design of any new road infrastructure, including the 120-A133 Link Road, to reduce severance.
Provide and fund improvements in local transport infrastructure where it is necessary and appropriate to do so.

Each neighbourhood will have a range of amenities and services such as education, community and leisure facilities, and shops all being accessible by active modes in accordance with walkable 15-minute neighbourhoods best practice guidance. Most importantly there will be provision for jobs and employment and convenient access to employment opportunities in neighbouring areas by active modes.

Proposals for the development of the Garden Community will include a planning obligation enabling the phased delivery of publicly provided transport infrastructure of a high standard of design, with the provision of key infrastructure for early phases of development to ensure sustainable travel patterns from first occupation.

Part B: Active and Healthy Travel

The Garden Community will be planned around a network of walking and cycling routes where dedicated traffic free links will make walking and cycling the natural choice for day-to-day trips, encouraging sustainable travel, and supporting healthy and active lifestyles.

The street and public realm design process will be designed around a modal or user hierarchy with pedestrians at the top of the hierarchy and considered first. Routes and streets will be designed as part of attractive spaces in accordance with the strategic and neighbourhood masterplans and design codes, so that people want to use them.

Proposals must demonstrate how the development contributes to the ease and prioritisation of active travel through all parts of the site. This will include:

How the design and layout results in an attractive network of walking and cycling routes that are accessible, logical, convenient, safe, and secure with most homes within 400m of a traffic-free route.
How walking and cycling infrastructure has been designed to ensure that it is inclusive, ensuring that people of all abilities can safely walk and cycle.
Whether any cycling infrastructure is designed in accordance with the latest best practice (i.e. LTN1/20 or subsequent updated guidance).
How the design and layout is accessible, illustrating where safe, direct connections are being made both within the Garden Community, and how they link with the wider network of pedestrian and cycle routes and to key external destinations (such as the University, Colchester town centre and railway stations) and transport interchanges.
How connections are being made to the existing Public Rights of Way (PRoW) and green infrastructure network, and how existing routes will be retained, preserved, and enhanced.
How the design of the street and public realm will ensure that vehicle speeds and inappropriate parking are limited and easy to manage.
How active travel routes and associated infrastructure hubs are designed as green corridors incorporating street trees, linear SuDS features, wildlife verges and other features as appropriate.
Specific pedestrian and cycle routes that must be considered and identified with direct connections to the Garden Community with appropriate wayfinding and signage, and where contributions to improvements will be sought (but not limited to) include:
1. Direct link to Knowledge Gateway/University along north side of Clingoe Hill;
2. Enhanced connectivity to Colchester town centre including improvements to shared route between Hythe Station and central Colchester and improvements to Elmstead Road/Greenstead Road;
3. Cycle links to St Johns Road and Ipswich Road;
4. Links to routes in the Colchester Local Cycling and Walking Infrastructure Plan;
5. Colchester Orbital enhancements to settings, surfacing and way-marking where appropriate, and links to and from it;
6. Direct connectivity between the Park and Choose site and the pedestrian/cycle network to facilitate high quality links to the above-mentioned destinations, as well as key destinations within the Garden Community;
7. Creation of links to Garden Community green spaces, as well as existing local provisions;
8. Footway and cycleway along the A120-A133 Link Road;
9. European Cycle Routes EV2 and EV12;
10. National Cycle Route 1.

Proposals must follow the Building for a Healthy Life process when designing the public realm and streets and undergo a Building for a Healthy Life/Streets for a Healthy Life review. The proposals must not secure any “red” lights and there should be minimal “amber” lights in the review outcome otherwise changes to the design will be required.

The Garden Community street design and layout proposals must be in accordance with the updated Manual for Streets document and the Essex Design Guide unless otherwise agreed with the Highway Authority.

The public realm around key destinations and trip attractors within the Garden Community such as centres, mobility hubs, schools and leisure facilities will be designed so that access for general traffic is restricted, and pedestrians and cyclists have clear priority at most times. Where necessary there will be drop off/pick up zones, and access for freight, servicing and operational vehicles will be allowed at certain times.

All new schools within the Garden Community will be designed and built, in accordance with the latest School Streets Guidance in the Essex Design Guide with vehicular traffic access restricted around the vicinity of the school entrances. The area around the main pupil entrance must be entirely traffic free and connected by safe and direct walking and cycling routes to the neighbourhood the school serves.

Part C: Public Transport

C1: Public Transport Strategy

Proposals must demonstrate how the development contributes to:

Ensuring public transport is a convenient and fast way of moving within the Garden Community and to access destinations further afield, such as Colchester town centre;
Safeguarding of public transport routes and development of the Rapid Transit System (RTS) route through the Garden Community;
The provision of high-quality transit stations or stops as part of the development proposal, ensuring that all residential dwellings and employment sites will be within 400 metres of a bus stop or RTS halt;
Quality pedestrian and cycle routes linking to the RTS halts from the centres of the proposed development;
Coordination and integration with the RTS Strategy for the Garden Community; and
Ensuring that there is a convenient and high frequency bus service operating that is aligned with the first phase of the Garden Community which will need to be funded by the developer.

Where there are on-street bus routes away from the RTS corridor, buses will be given priority over general traffic through traffic management measures such as bus gates, bus lanes and bus only roads.

Roads and streets within the development, where bus routes are planned, must be designed and built to accommodate the efficient and smooth running of buses where inconsiderate parking or loading will not result in delays to services.

Provision and specification of bus stops/RTS halts along the key bus routes/RTS corridor must have regard to the Essex Bus Stop Guidance/Essex Design Guide with shelters, seating and real-time digital information displays if deemed necessary by the Highway and Transport Authority. Additionally, stops should include consideration for the provision of secure storage of active travel modes (i.e. cycle/scooter parking).

Development proposals must identify adequate land and space for the construction of public transport stops and hubs.

C2: Rapid Transit System (RTS) and Strategy

The Rapid Transit route will be constructed on a safeguarded alignment through the core of the Garden Community with the majority of the route dedicated to RTS buses/vehicles only. The RTS will need to provide a link to each centre directly on (largely) general traffic-free routes.

The RTS will be highly visible, serving residents of the Garden Community and beyond, and will be served by high quality stations or stops/halts situated to maximise accessibility (including parking provisions for safe/secure/covered storage of cycles/scooters). The halts should be an important component of centres and land/space needs to be identified and safeguarded for these stops and associated interchange and mobility hubs within development proposals.

The design of the RTS routes, halts and associated infrastructure will comply with the design code for sustainable transport corridors in the strategic and neighbourhood design codes and adequate land needs to be safeguarded to accommodate the infrastructure.

Construction of the RTS and associated infrastructure needs to be delivered up front and align with the build out of the Garden Community. It should be ready for operation during the early phases of the development to influence sustainable travel behaviour and embed the use of the system. The RTS services will need to be subsidised until the route becomes financially sustainable and commercially viable.

C3: Electric / Zero Emission Buses

Proposals will need to enable and/or provide adequate refuelling or charging facilities for buses and RTS vehicles. This might be in the form of rapid electric vehicle charging points or hydrogen fuelling stations at the Park and Choose sites or may be overhead charging poles at bus and RTS stops. The final decision must be agreed and approved with the Highway and Transport Authority.

C4: Taxis – Electric Vehicle charging ranks

Any Taxi Ranks located at sites such as centres or Park and Choose sites must have dedicated rapid electric vehicle charging points or similar technology installed adjacent to the rank.

C5: Park and Choose

The RTS will provide and support new Park and Choose facilities. These facilities are similar to Mobility Hubs, but on a larger scale with associated car parking. This will provide:

high quality storage and provisions for the ‘choose’ modes of travel (both hire and privately owned);
appropriate facilities for patrons, site staff and drivers;
a building in a prominent position that can host a cycle and micro-mobility workshop, storage, information, and retail space for an operation centre for bike/scooter (etc) hire/support/repair/shop;
appropriate power supplies/provisions to provide electric power charging for cars at the site and also the fleet of RTS vehicles, delivery vehicles and other modes (e-bikes, e-scooters, etc);
provide ticketing and service information (including high-quality broadband network connection);
space for a RTS operations room with a view to creating a central hub from which automated vehicles can be managed;
space for RTS vehicle parking for reserve vehicles, cleaning and inspections, and parking whilst drivers are on breaks and change overs should be included;
space to act as a transportation interchange hub for other bus services to support and reduce traffic movements within the wider Garden Community (i.e. school ‘park and stride’ drop off provisions, etc);
car parking provisions (i.e. traditional Park and Ride facility) where the number of spaces will be agreed with the Highway Authority;
Space to provide a delivery hub drop off area to facilitate an e-cargo bike last mile delivery service for the Garden Community and university.

Proposals should give consideration to the provision of a Park and Choose facility at an early phase, potentially as an interim facility until the RTS route is fully delivered and a permanent location becomes operational.

Part D: Parking

D1: Vehicle Parking

A Tendring Colchester Borders Garden Community Parking Guidance or design code will be developed by the Councils and all new development will be required to take account of the standards and the design requirements set out within these standards.

The following principles of parking for the Garden Community must be followed:

Parking must not compromise placemaking, it must be accommodated in a variety of ways that facilitate walkable neighbourhoods, high quality public realm and active travel.
The scale, location, pricing, amount, and type of parking must be considered as a whole across the Garden Community with the intention of facilitating the overall active travel mode share targets and related to public transport accessibility. Car free and car limited development will correspond to the density of development.
The design, location and amount of parking must ensure that there is no resulting overspill and inappropriate parking on-street which negatively impacts on:

pedestrian and cyclist movement
road safety
emergency access
disabled access
delays and journey time impacts for buses and RTS
deliveries, servicing, and waste management access requirements
congestion and delays to general traffic
crime and personal security.

The development must achieve the right balance between allocated and unallocated parking spaces with a set percentage of this being in remote (off plot) locations dependent upon the density of the neighbourhood.
There should be a zonal approach to parking provision across the development dependent upon accessibility of the location to public transport and services, density of housing, proximity to commercial and employment land uses and overall anticipated demand for parking.
Areas within the Garden Community should be designed to allow parking spaces, car parks and parking courts that can be repurposed as community spaces, should car ownership fall in the future.
Provision of parking for people with disabilities and with mobility impairments must ensure there is fair and equitable access to all residential dwellings and other land uses across the Garden Community.
Safe and secure parking for motorcycles and powered two wheeler vehicles must be provided where appropriate and reasonable.

D2: Electric Vehicle Charging Infrastructure and Standards

Provision for electric charging points should be provided for all proposed car parking spaces, associated within residential development proposals as set out in the latest government guidance and standards. Where passive charging (the network of cables and power supply necessary so that at a future date a socket can be added easily) provision is proposed, this will still require the installation of all necessary infrastructure such as cabling, power grid capacity and supply to allow for the simple and efficient retrofit of a parking spaces anywhere in the development with additional electric vehicle charging points. Creative solutions will be encouraged where significant proportions of parking is off-plot.

Provision for parking at non-residential and commercial land uses will be in accordance with latest government guidance and standards.

D3: Cycle Parking

Cycle parking must be provided at new homes, short stay destinations (such as shops and cafes), and long-stay destinations (such as work and education and transport interchanges and mobility hubs). Dedicated covered and secure cycle storage should be located in prominent and accessible locations as part of the design of new homes. Cycle parking at destinations should be easily accessible, prominent, safe, conveniently located, covered and secure.

Proposals will be required to take account of the standards set out in the Garden Community Parking Standards and any associated cycle parking design guidance referred to in the document.

All proposals must demonstrate:

The location, amount and type of cycle parking including security measures, form of shelter and access;
How provision for cycle parking has taken account of all types of cycle and cycle user;
How cycle parking has been designed to ensure it is clearly marked, overlooked, well-lit and integrated into the built environment;
Both on-plot and off-plot cycle parking must be designed and delivered in accordance with LTN1/20, any Garden Community Cycle Parking Design Guidance or the latest best practice guidance document;
Places of employment must provide suitable and separate shower facilities, clothes drying facilities and lockers for employees that intend to cycle to work.

Part E: Travel Demand Management

The infrastructure identified to ensure that active and sustainable modes are the most attractive and convenient modes of travel within, and to and from the Garden Community, will be supported by a number of Travel Demand Management measures.

E1: Freight and Servicing

An Essex Garden Community Freight and Servicing Guide will be developed by the Councils, and all new development will be required to take account of the requirements set out within this document.

The Garden Community development proposals must include a Freight Management Strategy for approval which has regard to the adoption and implementation of the following methods to manage urban logistics:

neighbourhood delivery and servicing hubs
micro-consolidation centres
e-cargo bike delivery schemes for last mile’ deliveries for business and residential areas
promotion of cargo-bikes to residents
Freight & Servicing Plans for high trip generating sites.

E2: Travel Plans

Proposals will be required to take account of the necessary processes, measures and monitoring set out within the Travel Planning Guidance document for the Garden Community.

The Travel Plan will need to identify and deliver the sustainable transport interventions, behaviour changes and travel planning mechanisms required to ensure the development becomes net zero carbon transport and how they can be measured.

Proposals should include appointment of a Travel Plan Co-ordinator. For employment proposals, the Travel Plan Co-Ordinator will be expected to provide assistance with business travel planning. Suitable digital travel information should be made available to all residents and occupiers across the site and keep up to date details of all active and sustainable travel information.

E3: Car Club

Proposals will be expected to contribute towards the start-up and operation of a car club across the Garden Community for a period of at least five years or until the operation becomes financially self-sustaining. This will include financial contribution through planning agreement/S106, provision of car club spaces where required, and promotion of the car club and free membership credit for all residents. All car club bays must have dedicated electric vehicle charging facilities. The car club should be used to reduce parking levels and facilitate car-free homes in certain locations.

E4: Mobility and Micro-mobility Hubs

Mobility hubs will be located at centres, public transport interchange locations and Park and Choose sites across the Garden Community ensuring there is a comprehensive hub and spoke network of sites across the development. This will allow for smooth and efficient interchange between public transport, shared transport services and micro-mobility modes such as e-scooters and e-bikes. All residential dwellings and employment sites should be within 800 metres of a mobility hub. Mobility hubs should be considered from the start of the design process, ensuring that they are attractive and complement the aesthetics of the public realm and street environment.

All proposals will be expected to fund the establishment of a bike/e-bike/e-scooter (micro-mobility) hire scheme in the Garden Community with the provision of docking stations located at Park & Choose sites, mobility hubs and micro-mobility hubs (docking stations) that are located at a distance of 400 metres radii across the site.

Part F: A120-A133 Link Road Connectivity

The Garden Community will be designed to integrate with the A120-A133 Link Road, particularly measures outlined in the approved planning application which maintain and promote walking, cycling and horse-riding connectivity throughout the site, including the shared footway/cycleway that will be provide along the western side of the road.

Part G: Monitoring, Management and Delivery

The modal share targets will be actively monitored throughout the phasing of the development and upon full occupation via the Garden Community Travel Plan. This Travel Plan document will be developed in accordance with the latest best practice guidance. Both internal and external mode splits will be measured and monitored, and robust management and oversight will be activated to ensure the targets are met.

The location, method, equipment, and reporting mechanisms used to undertake the monitoring will be agreed and approved by the Councils and the Highway Authority.

Resident and visitor perception surveys will be undertaken to assess levels of active travel, happiness, health, community cohesion and satisfaction with movement and transport in the Garden Community.

Permission for latter phases of development may not be given if modal split targets for early phases are not being met.

Part H: Planning Application Expectations

Any planning permission granted for the development of the Garden Community will include planning obligations enabling the phased delivery of transport infrastructure. Some of these have been detailed above. Notably, any planning permission granted for the development of the Garden Community will include a planning obligation enabling the phased delivery of publicly provided transport infrastructure of a high standard of design, with the provision of key infrastructure for early phases of development to ensure sustainable travel patterns from first occupation.

The following must be prepared and approved in writing by the Councils prior to determining any planning application for development of the site:

1. A Transport Assessment demonstrating how the development will encourage active and sustainable transport. Measures to mitigate traffic impacts should be incorporated into the proposed development. The Transport Assessment should have regard to the principles of ‘Predict and Provide’ and must include a carbon assessment of transport related impacts of the development including the construction phase of the development. The Transport Assessment must include a Construction Logistics and Traffic Management Strategy that has regard to the latest best practice guidance and a copy of the results of the Healthy Streets for Life Assessment.

2. A Public Transport Strategy detailing all aspects of how public transport will be designed, delivered, funded, and operated within the Garden Community for a period of at least 20 years. This document will cover all elements of bus and public transport services including such things as vehicle specifications, route timetables, service frequencies as well as all associated infrastructure such as bus stops, bus priority and RTS interventions. This document will be submitted for agreement with the Highway and Transport Authority for the area at the time of the planning application submission.

3. A Parking Strategy and Management Plan in accordance with the Parking Guidance published by the Councils setting out how parking within the development will be allocated, managed, monitored and enforced over the lifetime of the development. It will detail the criteria for introducing parking restrictions and controls as well as charging for parking if there is a need to manage inconsiderate parking or excessive demand or to meet the mode share targets

4. A Freight Management Strategy setting out how freight and servicing will be managed and mitigated within the development.

5. A Travel Plan linked to phasing of the development to cover the following:

Details of the active travel measures available and how these will be promoted to residents, employees and/or visitors to the Garden Community;
Details of public transport available including offers and discounts on public transport and how these will be promoted to residents, employees and/or visitors to the Garden Community;
Details of the Garden Community car club, car sharing and other sustainable travel schemes and how this will be promoted to residents, employees and/or visitors to the Garden Community;
An Action Plan that contains specific actions with timescales;
Commitment to ongoing travel surveys including details of how they will be funded on an ongoing basis and how the data will be reported; and
Targets which are monitored and submitted for approval and review by the Councils annually from the outset.

6. A Mobility Hubs Strategy outlining the location of the mobility hubs and the mobility services and facilities provided at each hub. It will also include information on how the hubs will be managed, maintained, and operated throughout the lifetime of the development.

7. A Micro-mobility Management Strategy setting out details of ongoing operation, maintenance and management of the bike/e-bike/e-scooter hire scheme across the development. The scheme will need to be integrated with and complement any current or future scheme within the existing Colchester urban area.

5. Justification

The design of the Garden Community and its neighbourhoods will have a significant impact on the travel choices residents will make both within the community and beyond. Following the publication of the UK Net Zero Carbon Strategy and Transport Decarbonisation Plan the Garden Community will need to ensure it contributes to meeting the UK targets.^{^[1]} Transport is the largest contributor to the UK’s greenhouse gas emissions. While emissions from other sectors have fallen dramatically since 1990, those from transport have reduced by under 3%. In an average local authority, transport is responsible for 35.5% of all emissions, with the sector remaining 98% reliant on fossil fuels. For this reason, the carbon emission implications from transport associated with the Garden Community must be considered and will influence the design of the development and the transport policies in this Plan and any masterplan and design code.

Current and developing national, regional, county and borough/district transport policies are aligning on three key principles to determine the best tools for achieving net zero carbon transport and successful places, they are:

Reduce the need to travel;
Shift to active modes; and
decarbonise residual travel/switch to zero emission fuels

The design and planning of the Garden Community and the neighbourhoods within it will ensure that there is a diversity of communities within reasonable walking distance of local facilities, services, employment, and fresh food. The result is that the need to make external trips outside the neighbourhood is reduced and the internalisation of trips by active modes is maximised.

The core principles of the walkable 15 minute neighbourhood are:

Every neighbourhood has access to essential services and retail – with emphasis on fresh food and healthcare – within a 15-20-minute walk or cycle.
Every neighbourhood has varied housing types, levels of affordability, and availability such that people can live nearby where they work.
Retail, offices, co-working spaces and hospitality are spread throughout areas, people can work close to home and/or work from home.
High environmental quality, availability of green spaces and clean air.

The Garden Community neighbourhoods and streets must be designed to ensure that pedestrian and cycle movements are prioritised through a network of attractive, low speed, low-traffic walkable neighbourhoods in which through access for the majority of vehicles is minimised and designed out. This will ensure that it is always quicker and more convenient to travel between two points in the community by active modes, rather than by car.

Proposals must be designed around the needs of people walking and cycling to facilitate safe and direct active travel journeys. Routes should be designed in line with walkable 15 minute neighbourhood, Gear Change and Building for a Healthy Life (Streets for a Healthy Life)^{^[1]} principles, so that they are:

coherent (legible and clearly signposted)
direct
safe (appropriately lit; good sightlines; overlooked)
convenient
accessible.

It is important that cycling infrastructure can accommodate the full range of cycles available to ensure routes are accessible to all cyclists (i.e. trikes and cargo bikes), and designed and built in accordance with LTN1/20 (or subsequent updated guidance documentation). Cycle routes should have a minimum width of 2m or 3m for two-way tracks. Where a route is also used by pedestrians, separate facilities should be provided for pedestrian and cycle movements.

A Rapid Transit System (RTS) will be in place to connect the Garden Community with the University of Essex, Colchester Town Centre, Colchester Railway Stations, Colchester Hospital, Community Stadium, Colchester Sports Park and the existing Park and Ride site in north Colchester. This will provide a high frequency, efficient public transport system with priority over general traffic within the Garden Community. The route, which will run alongside the A133 Clingoe Hill via the Knowledge Gateway, will link into the Garden Community. The final route will be confirmed with the Councils and agreed through the strategic masterplan.

A key feature of the RTS is the incorporation of Park and Choose facilities (P&C), provision of which is included in plans for the Garden Community. The concept for P&C is to be developed as part of, and support, the RTS being delivered. P&C extends the concept of park and ride to include choice and work as a central hub for other modes. Principally this will be cycle or electric cycle hire but in time could be extended to electric scooters, e-cargo, etc. It can also provide space for drivers to store their own bicycles. Providing choice could appeal particularly to nearby potential users travelling to the University of Essex, but also to those travelling to destinations in Colchester further away from RTS halts and interchanges.

The P&C should include space for a RTS operations room with a view to creating a central hub from which automated vehicles can be managed. Given RTS vehicles are expected to be electric, although alternative fuels such as hydrogen cells could be considered, space for charging or refueling of vehicles should be included. It would be expected that significant repairs to vehicles would be carried out elsewhere. However, space for RTS vehicle parking for reserve vehicles, cleaning and inspections, and parking whilst drivers are on breaks and change overs should be included. The design of the site (and wider TCBGC RTS network) should also reflect the use of this type/length of vehicle.

The Garden Community will be designed to make active and sustainable modes of transport favourable for journeys within, to and from the Garden Community. In turn, this helps achieve ambitious modal share targets for all journeys within, to and from the Garden Community. The agreed Modal Split Target for different locations and phases of the Garden Community will be agreed as the proposals develop, however the starting point for all discussions should be the ambitious mode shares set out in the North Essex Movement and Access Study (2017). To support proposals that make walking, cycling and public transport the most attractive method of travel within, to and from the Garden Community, it will be designed as a place where the car does not dominate. The parking strategy for the development will play a key role in determining overall car usage, and adequate parking provision in all instances will be required.

Cycle parking is integral to the cycle network and to the wider public transport systems. The availability of secure cycle parking at home, the end of the trip or at an interchange point has a significant influence on cycle use.

Vehicle trips and traffic generated by deliveries, freight and servicing are likely to be a significant proportion of overall movements in the Garden Community. These types of movements have increased over the past decade and continued to increase in the period since the Covid pandemic due to higher volumes of online shopping. These journey types are difficult to switch to active and sustainable modes but will need to be managed creatively through neighbourhood delivery and servicing hubs and other measures detailed in a freight and servicing plan.

As part of a package of ‘mitigation’ measures, Travel Planning is a key tool in helping to manage transport impacts and help achieve carbon reduction objectives. Moving to a new house is recognised as being a key life event and there is evidence to show that with the right behaviour change interventions at this time can be an ideal trigger to get that individual to consider their carbon emissions and rethink the way they travel and live.

The mobility hubs will be complemented by smaller scale micro-mobility hubs located at focal points in residential neighbourhoods and employment areas. All residential dwellings and employment sites should be within 400 metres of a micro-mobility hub.

The provision of a car club could encourage residents not to see the purchase of a car (or a second car) as a necessity and use a car club car for trips that may be more difficult using public transport.

The A120-A133 Link Road received planning permission in 2021 and is scheduled to open in 2025. Its objective is to support growth at the Garden Community, manage congestion in this wider locality and improve connectivity. It will comprise a new 2.4km road between the existing A120 and A133 in the east of Colchester; a new grade separated junction at the A120; and a new roundabout at the junction with the A133, to join into the existing highway network. Two intermediate roundabouts will also be provided along the Link Road for the Garden Community. Walking, cycling and horse-riding provisions associated with the Link Road have been designed to provide new networks, permeability, and connections across the Link Road for existing and future land users, linked to existing or diverted Public Rights of Way.

To reduce the need to travel the Garden Community will provide excellent digital connectivity and a policy is included in the Sustainable Infrastructure chapter.

6. Alternative approaches

The Councils have considered the following alternatives to this policy:

Alternative 1: No policy in the Plan and reliance on the requirements of the Section 1 Plan, which are summarised at the beginning of this chapter.

Alternative 2: A less comprehensive policy but with further detail provided in design codes.

The Councils have rejected alternative 1, at this stage, as the Plan is an opportunity to add further detail to the policy requirements in the Section 1 Plan and include policy that reflects the masterplan for the Garden Community.

The Councils have rejected alternative 2, at this stage, as there is a need to ensure the full range of movement and connectivity requirements for the Garden Community are comprehensively detailed at this early stage. The Sustainability Appraisal concluded that this alternative is likely to result in more uncertain and negligible effects being identified as the policy would not comprehensively detail the requirements for movement and connectivity within the Garden Community.