Question 8. How should the Local Plan help us achieve net zero carbon by 2050?

Helping the poorest to use less carbon in their daily lives will have a disproportionate benefit in UK.

• One of the best ways the Local Plan can help us achieve net zero carbon by 2050 is by ensuring a rapid transition to sustainable transport. How and where we plan our new developments and integrate them with existing developments will be critical to enabling that transition at the scale we require. • Every development must prioritise walking, cycling and public transport over private cars (including electric cars). • Developments in Cambridge and the surrounding area should be required to plan for at least 40% of trips by bicycle. • New developments must be planned around dense walking and cycling networks and local transport hubs (not car-reliant park & rides). • Walking and cycling networks must be in place before dwellings are occupied. • New and existing developments should seek to minimise car usage, prevent rat-running, and keep neighbourhood streets compact to reduce their negative impact. • Housing should be on quiet neighbourhood streets that are good for cycling because they have very low levels of car traffic. • Schools should never be on major roads. • All employment, entertainment, shopping and community facilities should be easily accessed by cycling or public transport and have accessible cycle parking for all types of cycles.

Girton College has secured outline planning consent for development under a masterplan proposal. The first Reserved Matters application will be submitted in 2022 in line with this outline consent. As part of the Outline consent application documentation, the Sustainability Statement referred to in the Sustainability Statement and Health Impact Assessment, makes reference to Development Control Policy NE/3 which at the time required developments to achive at least 10% of its energy demand via renewable energy sources. This is not at all ambitious and is seemingly superceeded by the aspirations of the emerging Sustainable Design and Construction Supplementary Planning Document which we believe will be adpoted at some point this year, 2020. We have aspirations for any development under this Outline Masterplan consent to be net carbon zero. We also aim to reduce, as far as reasonably practicable, the fossil fuel reliance of the existing College buildings by potentially providing on site generation, such as ground source, air source and PV to service the current demand. Clearly there is a balance between this need and other issues such as enhancing biodiversity on the site, the setting of the Grade 2* buildings, noise, air quality etc, but we do not see why these can not be met with careful planning and design. Whilst there are opportunities under the National Planning Policies for such mitigation measures for on site generation within the Green Belt under 'special circumstances', this would appear to be currently at odds with the wider need for climate mitigation measures and emerging policies. In conclusion we would support the ability to achieve carefully planned and considered on site energy generation within the Green Belt to meet both the College's needs and aspirations, but also the need for climate change mitigation.

Achieving this should be considered in every decision making process of the local plan eg how houses should be built (sustainably), nature protected, transport links, business/industry locations and requirements/restrictions

All development needs to have sustainability at its core.

The key element in achieving net zero is developing sustainable transport networks within current and in particular new developments. This involves prioritising walking, cycling and sustainable public transport, and de-prioritising private motor vehicles. It will be important that new housing is built with easy walking and cycling access to employment sites and other facilities (hence the importance of developing sites such as the west fields) The city should accelerate plans to require all motor vehicles using the city to become zero emission e.g. electric cars and buses. No new buildings should use fossil fuels for space heating or other domestic purposes. Buildings should be designed to not require significant heating in winter or cooling in summer.

Develop policies that demonstrably would lessen dependence on fossil fuels by setting the highest standards — and enforcing them — for building insulation, water use, heating/cooling, sustainable materials and the like. Providing sound information and advice for homeowners, commuters, parents, schools and other institutions must be a priority, as must standards for insulation, heating and cooling, garden and front-garden biodiversity, water use etc. These must be included in new robust Local Plan policies.

The objective to achieve net zero carbon by 2050 is supported, as part of this approach the Local Plan should look to create opportunities to improve the environmental performance of buildings. A fabric first approach should be used to encourage more energy efficient building through creating a market for developments such as Passive House. It is noted in the Local Plan the reference to off-site manufacture. Given the development opportunities identified within the Oxford to Cambridge Arc it will be important to create a supply chain for off-site manufacture close to Cambridge. The volumes of housing to be provided within the Greater Cambridge Local Plan should create the economy of scale to implement off-site manufacture factories. The Local Plan should develop a public transport, walking and cycling strategy that incentivises people to make sustainable travel choices. The cost of achieving the above should be reflected in viability considerations when considering the approach to be taken to the Community Infrastructure Levy and Planning Obligations.

We know that transport and home heating are reponisble for most of a person's carbon footprint. Therefore, those are the areas to tackle first. Future housing developments must prioritise: - active travel, deliberately sidelining the private motor vehicle - super efficient housing, not just the low standards required by the building regulations. - access to train networks, in order to lessen the reliance on flights. How do we do this? - Build cycle/walking/public transport infrastructure first, so that new residents don't start out reliant on private motor vehicles - Prioritise people in developments: cars at the edges, streets for children to play like we used to - Schools away from major roads, easier to access by cycle or foot than motor vehicle. How about extra housing grants for teachers who live within their school's catchment area? - Opportunities for shopping, employment, education and entertainment (e.g., playgrounds, community halls) all within a local area - reducing the need to travel. Prioritising active travel to arrive at these destinations.

• One of the best ways the Local Plan can help us achieve net zero carbon by 2050 is by ensuring a rapid transition to sustainable transport. How and where we plan our new developments and integrate them with existing developments will be critical to enabling that transition at the scale we require. • Every development must prioritise walking, cycling and public transport over private cars (including electric cars). • Developments in Cambridge and the surrounding area should be required to plan for at least 40% of trips by bicycle. • New developments must be planned around dense walking and cycling networks and local transport hubs (not car-reliant park & rides). • Walking and cycling networks must be in place before dwellings are occupied. • New and existing developments should seek to minimise car usage, prevent rat-running, and keep neighbourhood streets compact to reduce their negative impact. • Housing should be on quiet neighbourhood streets that are good for cycling because they have very low levels of car traffic. • Schools should never be on major roads. • All employment, entertainment, shopping and community facilities should be easily accessed by cycling and have accessible cycle parking for all types of cycles.

By allocating new renewable energy schemes and ensuring that housing developments provide a balanced strategy for renewable energy.

Fundamentally change how we live. We need to live in a part of the world where driving is a pain in the arse and jumping on an affordable bus or cycling are always the cheapest, easiest, quickest, safest options. We need to look at community schemes for retrofitting current housing stock. Developers money does not always have to be spent on new playgrounds or glittering new things – why not community heating schemes, wind turbines? Lets really get knowledge about retrofitting and air source heat pumps out there.

The preparation of the Local Plan provides a platform to deliver a positive vision for the future of Greater Cambridge and a framework for addressing housing needs and other economic, social and environmental priorities in a sustainable way. M&M is fully cognisant of the challenge that faces existing and future generations in the battle against climate change; and understands the imperative to deliver solutions that safeguard the environment for future generations. Important in this regard is the need to look forward, to think laterally and creatively, and to encourage flexibility and innovation in future living, working and commuting patterns. In order to help achieve the Councils’ carbon targets by 2050 the Local Plan Spatial Strategy should focus on delivering new homes and jobs along strategic infrastructure corridors, building on and utilising to its full potential the significant investment that will be made to deliver sustainable modes of transport. The Local Plan should encourage active travel by locating development in close proximity to the new sustainable transport networks that will be delivered, enabling people of all ages and backgrounds to embrace the wide range of sustainable transport methods available to them. The creation of a network of cycle, pedestrian and public transport corridors and development that facilitates the use of new technologies will help to deliver the Councils’ wider climate objectives. The spatial strategy should not focus only on ensuring that large-scale planned new communities are made sustainable, there should also be a drive to improve the accessibility and sustainability of existing settlements that may not currently benefit from the availability of easily accessible sustainable connections to the urban areas. Opportunities to improve the accessibility and sustainability of Greater Cambridge’s more rural communities through the delivery of development and new infrastructure will necessarily be an important factor in achieving the Councils’ carbon targets. In an area with a large rural population spread across a hierarchy of settlements the strategy should not lose sight of the fact that to be effective a comprehensive sustainable development strategy must be wide ranging and all encompassing. Accordingly development that can fund sustainable travel improvements within the rural localities should not be overlooked.. Important in this regard is the need to ensure that existing villages and settlements within South Cambridgeshire are not sidelined and that the Local Plan policies are framed positively to help support existing as well as future communities. While the economic vision for the Oxford to Cambridge Arc extends to 2050 it is important to not dismiss the importance of delivering sustainable new hew homes, jobs, and infrastructure in the short term: Ensuring the right number of homes throughout the plan period are available. The standard of homes, both new and existing, will also be a contributing factor. The emergence of the Government’s New Homes Standard will see a step change in the way that new homes are designed and operated without reliance on traditional fossil fuel heating systems. New development that further embeds sustainability, for example through the incorporation of electric charging facilities, should also be encouraged – where those facilities can also benefit existing households. The proposed Rural Travel Hub on Crow’s Nest Farm is intended to deliver this objective - providing a place where people living in Papworth Everard can pick up public transport services, use a car club vehicle (electric), charge electric vehicles or have access to an ebike. Consultation with key stakeholders and the development industry via the Local Plan (and other Council strategies) is crucial to secure a joined up and coordinated approach to new development across Greater Cambridge. This should be implemented without delay to ensure that the Council’s overarching objective to tackle climate change can be put in to practice as soon as possible. M&M welcome the opportunity to engage with the Councils and their partners in the preparation of this Local Plan, and to input to the actions proposed to address Climate Change. Crucial in this regard is the identification of deliverable solutions that can be embedded into the local policies and objectives taken forward by the Councils. While the Local Plan policies should be aspirational, technical considerations and viability must not be overlooked. Testing of evidence, both in terms of viability and deliverability, should be begin at an early stage and refreshed throughout the Local Plan preparation to ensure that the Spatial Strategy is not undermined.

The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 4.6 Whilst emerging policy should wholeheartedly support use of green modes of transport, such as electric vehicles and bikes/ scooters, a needlessly rigid policy may inadvertently impede progress towards later years in the plan or undermine results by not allowing for site-specific refinement. 4.7 For example, policies requiring the delivery of electric vehicle charging points should be sufficiently flexible to accommodate emerging quick changing technology, as well potential solutions to the current grid challenges in implemented EV charging. Such policies should also include flexibility to enable responses to changing legislation, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 4.8 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 4.9 Where applicants are striving to deliver beyond widely applied ‘standards’, we would urge authorities to apply weight to the benefits of the uplift in standards within the planning balance. 4.10 The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate changes scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA is could lead to the plan being found unsound. 4.11 The redevelopment of 104-112 Hills Road offers a significant opportunity to regenerate a site and significantly reduce the carbon output of the existing buildings. As part of the emerging proposals, Pace has instructed its design team to prepare a scheme that will deliver an environmentally sustainable, green, smart building fit for the future and this commitment extends to encouraging its future occupants to access the site by green modes of transport, such as public transport, walking, and cycling. Where private vehicles are used there should be a strong emphasis on electric vehicle solutions.

6.4 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 6.5 A needlessly stringent policy may inadvertently impede progress towards later years in the plan or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 6.6 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 6.7 The local plan sustainability appraisal should address variable climate change scenarios, as we would expect that different climate changes scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA is could lead to the plan being found unsound. 6.8 Land to the west of Cambridge Road, Melbourn is considered to present an opportunity to contribute to successfully achieving the goal of net zero carbon by 2050 through the delivery of housing which would allow future residents to live low-carbon lifestyles. Houses would be designed and constructed in a manner to ensure that energy use is reduced and that renewable forms are used. The site is also located in a sustainable location, whereby future residents would not be reliant on the private car for their daily needs. Melbourn is one of the largest villages in the District and has a wide range of services and facilities, including Meldreth station, which are within walking and cycling distance of the site and the proposals look to enhance pedestrian connectivity into the centre of the village.

The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 5.5 A needlessly stringent policy may inadvertently impede progress towards later years in the plan or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 5.6 The local plan sustainability appraisal should address variable climate change scenarios, as we would expect that different climate changes scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA could lead to the plan being found unsound. 5.7 Land at Fishers Lane, Orwell is considered to present an opportunity to contribute towards achieving the goal of net zero carbon by 2050 through the delivery of housing which would allow future residents to live low-carbon lifestyles. Houses would be designed and constructed in a manner to ensure that energy use is reduced and that renewable energies are used. The site is also located in a sustainable location (a matter that was confirmed through appeal in 2018 at Hurdleditch Road), whereby future residents would not be reliant on the private car to meet all their daily needs or full commute. Orwell provides some services and facilities within walking distance of the site, whilst Shepreth station is within cycling distance of the site. The proposals also look to enhance pedestrian connectivity into the centre of the village.

5.4 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 5.5 A needlessly stringent policy may inadvertently impede progress towards later years in the plan or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on north facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 5.6 The local plan sustainability appraisal should address variable climate change scenarios, as we would expect that different climate changes scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA could lead to the plan being found unsound. 5.7 Land south of Hattons Road, Longstanton is considered to present an opportunity to contribute to successfully achieving the goal of net zero carbon by 2050 through the delivery of housing which would allow future residents to live low-carbon lifestyles. Houses would be designed and constructed in a manner to ensure that energy use is reduced and that renewable forms are used. The site is also located in a sustainable location, whereby future residents would not be reliant on the private car for their daily needs. Longstanton provides some services and facilities, including the Park and Ride, and Northstowe, which will provide a wide range of town centre uses, are all within walking and cycling distance of the site and the proposals look to enhance pedestrian connectivity into the centre of the village.

Southern & regional Developments (Joscelyn) believe that achieving net zero carbon emissions as an objective of the plan is an ambitious goal which does comply with paragraph 16a of the National Planning Policy Framework's assertion that Plan-making should be ambitious. However, the NPPF also stresses that with this aspiration, Plan-making should be deliverable. Given the cost and complexities involved in achieving such a target, European Property ventures (Cambridge) consider that this is not a realistic objective over the life time of the Plan alone, particularly given the proposed timeframe that is until 2040, not 2050. Whilst the Plan should incorporate aspirational efforts in realising a net zero carbon Plan area, these efforts should not be to the detriment to the existing communities with Plan area and not to the other aspects of the Plan in ensuring sustainable development is achieved. As such, the requisite levels of development must be planned for and implemented to meet the needs of the Plan area. This includes a primary objective of the new Plan in ensuring that adequate levels of housing and employment land are implemented to meet the needs of the new Plan period. This may be jeopardised if the Plan inappropriately places emphasis on achieving net zero carbon emissions beyond the plan period, when infrastructure is to be delivered and standards beyond national requirements may give rise to issues of viability and deliverability if restrictive planning policies relating to this objective are applied.

The Local Plan will achieve net zero carbon by: • Policies that require all new development to be zero carbon. This includes: o use of low-carbon building materials, o high thermal performance of buildings, o space heating from renewable sources, o Provision of renewable electricity generation on-building and on-site. • Ensuring major new development is connected by public transport infrastructure powered from renewable sources. All existing settlements to be connected by public transport links powered by renewable sources. • Policies that require provision of electric vehicle charging points in all new housing and employment development. • Ensuring that new employment development is near and connected to residential areas by active travel infrastructure. • By ensuring that as well as on-site habitat creation and greenspace provision, development enables large scale wetland habitat creation in the Fens (through a combination of developer community contributions and the application of biodiversity net gain policy), reducing carbon emissions from peatland soils and so contributing significantly to net zero carbon in the Greater Cambridge plan area. This approach may also help Greater Cambridge with climate adaptation through improved management of water (for example improved flood storage and sustainable drainage). As set out below this will require the Greater Cambridge Councils to work co-operatively with neighbouring authorities to deliver strategic mitigation outside of the plan area. It is vital to ensure strategic spatial planning of renewable energy infrastructure in order to avoid deployment in environmentally sensitive places, thereby driving down emissions in a way which is in harmony with nature. The RSPB’s 2050 Energy Vision outlined a number of priorities for achieving very high levels of renewable energy by 2050. We would be pleased to discuss with the Greater Cambridge Councils how our Energy Vision peer-reviewed mapping methodology could be used to help identify suitable sites for renewable and low carbon energy. Conservation-managed lowland fens appear to be among the most effective carbon sinks per unit area in England and Wales, whereas lowland peats under intensive arable agriculture in England are probably the UK’s largest land-use derived source of carbon dioxide emissions. Drainage-based conventional agriculture on lowland fen and raised bog peatlands is a major (and probably the largest) source of land-use GHG emissions per unit area in the UK, and thus a high priority for future climate change mitigation activity: http://oro.open.ac.uk/50635/1/14106_Report_FINAL%20Defra%20Lowland%20Peat%20Published.pdf The RSPB would be happy to work with and support the Greater Cambridge Councils on realising these ambitions for the restoration of carbon-rich habitats in a way that will maximise their biodiversity benefit.

5.4 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 5.5 A needlessly stringent policy may inadvertently impede progress towards later years in the plan, or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 5.6 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 5.7 The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate change scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA could lead to the plan being found unsound. 5.8 The site is also located in a sustainable location, whereby future residents would not be reliant on the private car for their daily needs. Impington and Histon is one of the largest villages in the District. It is one of the most sustainable settlements combined having a wide range of services and facilities within walking and cycling distance of the site and the proposals look to enhance pedestrian connectivity into the centre of the village.

5.4 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which are dependent on government and human action so there is substantial uncertainty over outcomes. 5.5 A needlessly stringent policy may inadvertently impede progress towards later years in the plan, or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 5.6 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 5.7 The site is considered to present an opportunity to contribute to successfully achieving the goal of net zero carbon by 2050 through the delivery of employment close to existing homes which would allow future residents to live low-carbon lifestyles. Modern construction will allow the new buildings to be constructed in a manner to ensure that energy use is reduced and that renewable forms are used. The site is also located in a sustainable location, whereby future employees would not be reliant on the private car. Taken together, Impington and Histon is one of the largest villages in the District with a wide range of services and facilities which are within walking and cycling distance of the site.

5.4 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 5.5 A needlessly stringent policy may inadvertently impede progress towards later years in the plan or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 5.6 The local plan sustainability appraisal should address variable climate change scenarios, as we would expect that different climate changes scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA is could lead to the plan being found unsound. 5.7 The site is considered to present an opportunity to contribute towards achieving the goal of net zero carbon by 2050 through the delivery of housing which would allow future residents to live low-carbon lifestyles. Houses would be designed and constructed in a manner to ensure that energy use is reduced and that renewable forms are used. The site is also located in a sustainable location, whereby future residents would not be reliant on the private car for their daily needs. Impington and Histon combined is one of the largest villages in the District and with a wide range of services and facilities within walking and cycling distance of a site which already benefits from excellent pedestrian connectivity into the centre of the village.

4.4 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 4.5 A needlessly stringent policy may inadvertently impede progress towards later years in the plan, or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 4.6 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 4.7 The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate changes scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA is could lead to the plan being found unsound.

3.5 Endurance Estates support the Councils commitment to achieving net zero carbon by 2050. However, climate change policy and good practice is changing quickly, with climate change scenarios predicting extensive changes by 2050, much of which is dependent on government and human action. 3.6 Furthermore, it should be noted that the plan period is up to 2040, and therefore, whilst we support the aspiration for net zero carbon by 2050, the new Local Plan will be not be required to plan for net zero carbon development. There will need to be an incremental approach towards reaching the target, which goes beyond this plan period. 3.7 Therefore, the new Local Plan will need to build in suitable flexibility to accommodate these changes within the plan period. It should, therefore, incorporate flexibly worded policies, which recognise a range of measures and rapidly changing technologies and avoid being overly restrictive. 3.8 In addition, the new Local Plan should allow new developments to contribute towards carbon offsetting through off-site solutions. The Councils should work with key stakeholders to identify strategic carbon off-setting projects, which can be funded through development contributions. 3.9 The right spatial strategy can also contribute towards achieving net zero carbon by allocating sites which are located in close proximity to existing and planned sustainable transport infrastructure. This will provide new residents with a genuine alternative to the private car in order to lower emissions. The only way to change people’s behaviours and habits and achieve sustainable living is to provide genuine alternatives to private car use right from the start. 3.10 In addition, new larger scale development, which can be comprehensively masterplanned to provide new jobs and community facilities close to home, will reduce the need to use the private car. A larger scale of development also provides a greater scope to introduce new technologies e.g. for electric vehicles or renewable energy generation.

5.3 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 5.4 A needlessly stringent policy may inadvertently impede progress towards later years in the plan, or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 5.5 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 5.6 The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate change scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA could lead to the plan being found unsound.

5.3 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 5.4 A needlessly stringent policy may inadvertently impede progress towards later years in the plan or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 5.5 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 5.6 The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate change scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA could lead to the plan being found unsound.

The Local Plan has the potential to play a key role in achieving net zero carbon by 2050 within the context of the policies supporting future growth. Opportunities include: • The provision of incentives and planning targets for reducing construction and operational carbon emissions. • The provision of incentives for water management, conservation and recycling. • Making development allocations that support heat sharing infrastructure, such as mixeduse development that balance cooling-led and heating-led land uses. • Encouraging local generation and/or use of renewable energy, such as energy from waste, solar and ground source energy. • Requiring measures that reduce transport emissions that in turn improve human health and support wellbeing such as through the inclusion of air quality neutrality targets, prioritisation of pedestrian and cyclist infrastructure, increased electric vehicle charging stations, increasing the number of shared surfaces that prioritise play, pedestrians and green infrastructure. • Outlining strong and clear standards for electric vehicle and personal light electric vehicle (PLEV) charging infrastructure and provision. • Prioritising and supporting development that is close to existing communities and / or active and shared transport corridors. Tied into this are the opportunities for Cambridge to play a leading role in the development of emerging technologies to accomplish local, national and international carbon targets. The local plan should seek to support and encourage research and development, prototype development and high-tech and skilled manufacturing to support the achievement of net zero carbon. The development at Cambridge Science Park North will commit to all of the themes highlighted above. Through the provision of circa 90 hectares of green space there will be opportunities to incorporate carbon capture through enhancement of the natural environment. The building fabric, layout and alignment with public and sustainable transport infrastructure will all work toward the achievement of net zero carbon by 2050. Crucially the co-location of Research and Development and Skilled Manufacturing will support development of market ready zero carbon solutions in expedited timeframes. Cambridge Science Park North offers Greater Cambridge and the UK an opportunity to develop and importantly deploy technologies that can transform and achieve net zero carbon.

The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. A needlessly stringent policy may inadvertently impede progress towards later years in the plan or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate change scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA could lead to the plan being found unsound.

4.4 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 4.5 A needlessly stringent policy may inadvertently impede progress towards later years in the plan or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 4.6 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 4.7 The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate changes scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA is could lead to the plan being found unsound. 4.8 The Plan needs a policy framework that priorities climate change and zero carbon in a planning balance judgement.

Development Management Policies can be designed to support this commitment, building on the improvements to be gained through the changes to the Building Regulations and introducing other complementary policies for new buildings and their immediate environments. However, to create a step change to the key issue for Greater Cambridgeshire – transport impacts – this has to come from locating development in a different way to the existing local plan strategies that can truly deliver on the objectives of non-car travel whilst helping to improve the sustainability of the existing settlements and urban environments. New development should be prioritised in locations that are able to take advantage of non-motorised travel.