Question 20. How do you think we should achieve improvements in air quality?

4.30 The aim should be to encourage less use of the private car and encourage sustainable forms of transport. Support should be given to growth in a wider variety of areas that could potentially reduce the length of journeys. Higher priorities should be given to support existing settlements that are in sustainable locations where development can offer wider improvements to the community, in particular improving walking, cycling and public transport. The availability of infrastructure to support electric vehicles is also a consideration but the wider sustainability issues of electric vehicles and the availability of electricity need to be addressed first.

We commend the format of the CDF’s recent workshop as a mechanism for engaging the community with stakeholders and decision- makers; this will include presentations, but also small group discussions and open discussions with an independent moderator. The design workshop result was described in an article by our Chair, and this is attached to our accompanying email. One key process issue was to agree a design guide which is not overly prescriptive and not to produce highly duplicators or, worse, contradictory levels of prescription in the design guide and the planning conditions.

4.31 Improvements in air quality should be achieved principally through the reduced use of polluting vehicles. For the Travis Perkins site this could include the following measures: ● Locating residential development and places of work that has a high footfall where there is good access to active travel and affordable, frequent, reliable and high quality public transport options; ● Better cycle lanes, parking and cycle security (including the Chisholm Trail link) - achieved by developments directly and through a coordinated s106 infrastructure programme; ● Reducing the volume of HGV movements in the city by relocating industrial sites such as the Travis Perkins site elsewhere and maximising the site for an alternative high density mixed use development; ● Encouraging the use of less polluting vehicles, particularly during peak hours when emissions from stationary traffic makes conditions for pedestrians and cyclists and other vulnerable groups particularly bad; ● Tree planting along road frontages: species selected for their pollution absorbing properties.

4.39 Improvements in air quality should be achieved principally through the reduced use of polluting vehicles by: ● Locating development, particularly schools, places of work and other facilities that have a high footfall, where there is good access to active travel and affordable, frequent, reliable and public transport options; Page 16 ● Better cycle lanes, parking and cycle security – achieved by developments directly and through a coordinated s106 infrastructure programme; ● Encouraging the use of less polluting vehicles, particularly during peak hours when emissions from stationary traffic makes conditions for pedestrians and cyclists and other vulnerable groups particularly bad; and ● Tree planting along road frontages: species selected for their pollution absorbing properties. 4.40 Papworth is an increasingly sustainable location to accommodate further residential development and meet the above air pollution reduction measures. The land promotion sites are located within walking distance of the services and facilities in the village thereby reducing the need to travel by car. 4.41 The village features a number of services and facilities that contribute towards the site as a sustainable location including a doctor’s surgery, post office, a Nisa local, various retail units, and a primary school. The village is just 4km north of Cambourne which provides a range of services and facilities, a range of employment opportunities, and is also proposed to feature along the East-West Rail alignment route. 4.42 Development on the sites can promote sustainable travel and Papworth also offers the following transport connections and opportunities for sustainable travel: ● Bus Services – There are bus stops along the length of Ermine Street serving Papworth Everard. The X3 and 8 bus services serve Papworth Everard, stopping along Ermine Street and providing services to Cambridge, Cambourne and Huntingdon. There are eight X3 bus services and two 8 bus services per day on weekdays and a total of seven Saturday services. There are morning and evening school bus services along Ermine Street. It is also proposed to extend bus services into Site A to allow for easier access for residents. ● Footway and Cycle Connections – various pedestrian and cycle connections are proposed within and around Site A to improve connectivity within Papworth. The Highways England A428 improvement proposals includes new footpath and cycleway connections at the Caxton Gibbet junction and the re-alignment of the junction to reduce congestion in the area and improve journey times along this key transport route. ● Strategic Road Network - The completion of the A14 re-alignment and improvement works, for which the A14 Cambridge to Huntingdon is now set to open earlier than expected in spring 2020, will enable better connections to Papworth. The Greater Cambridge Partnership’s Cambourne to Cambridge Transport project includes proposals for Scotland Farm Park and Ride which is currently the preferred option. ● Rail and Metro Connections – The East-West rail preferred route has been announced which will link with Cambourne which is just 4km south of Papworth. The Cambridge Autonomous Metro which has recently been given approval for a consultation for the main routes that would connect Cambridge with St Neots, Alconbury, Mildenhall and Haverhill. The route to St Neots is proposed to stop at Cambourne which would link with other proposed cycleway and footway improvements and enable residents to have even more choice for sustainable transport modes

3.40 Measures such as the provision of alternative modes of transport, reducing movements and improving accessibility, improved tree coverage and habitats with high carbon offsetting potential are all ways to improve air quality. 3.41 The masterplan for Trumpington South locates residential properties away from poorer air quality locations. The Air Quality Assessment produced by Buro Happold concludes that the air quality impacts associated with emissions from surrounding roads on future site occupants will not be significant. The masterplan also seeks to discourage private cars and encourage active transport (walking and cycling) and public transport, with the implementation of car-free zones, Electric Vehicle charging infrastructure and centralised parking locations. The proposed masterplan also incorporates other elements that will have a positive impact on air quality, including zero-carbon homes in operation and extensive tree planting across the site.

3.40 Measures such as the provision of alternative modes of transport, reducing movements and improving accessibility, improved tree coverage and habitats with high carbon offsetting potential are all ways to improve air quality. 3.41 The masterplan for Trumpington South locates residential properties away from poorer air quality locations. The Air Quality Assessment produced by Buro Happold concludes that the air quality impacts associated with emissions from surrounding roads on future site occupants will not be significant. The masterplan also seeks to discourage private cars and encourage active transport (walking and cycling) and public transport, with the implementation of car-free zones, Electric Vehicle charging infrastructure and centralised parking locations. The proposed masterplan also incorporates other elements that will have a positive impact on air quality, including zero-carbon homes in operation and extensive tree planting across the site.

This could be achieved through thoroughly understanding the air quality position in the region and setting realistic long term targets to achieve. Targets can include the provision of alternative modes of public transport, reducing movements to improve accessibility, improved tree coverage and habitat enhancements.

There are a number of gaps in service provision in the south of Cambridge. CEG is committed to delivering community infrastructure and doing so in the early phases of development. This is not only to support ‘pioneer’ families that move into the first phases of development, but to also support the existing local communities surrounding the site. Land to the South East of Cambridge could include the provision on site of a new dedicated community hub, primary school and local centres including shops and services. CEG is also committed to ensuring community engagement in the design process. Community involvement in the designs of schemes can foster community support and community ownership of a housing development. CEG will therefore work in partnership with the Council and local groups as it has done successfully on other sites across the country, but also locally in the development of the GB1 planning application.

4.31 The NPPF recognises the role that the distribution of growth can have on air quality. It states that “significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. This can help to reduce congestion and emissions and improve air quality and public health.” 4.32 The Local Plan should allocate sites which limit the need to travel and offer a genuine choice of transport modes. A new village settlement at Station Fields which proposes a new Rural Travel Hub and new bypass of the level crossing on the A10 will improve air quality by reducing car emissions from stationary traffic waiting for long periods of time at the level crossing. 4.33 Reduce the use of vehicles by locating development where there is greatest access to active travel by employees, coupled with frequent, reliable and high-quality public transport options for those travelling from outside the city boundary. 4.34 Better cycle lanes, parking and cycle security achieved by developments directly and through a coordinated s106 infrastructure programme.

In addition to the transport and mobility measures proposed by the Local Plan options document, measures should be in place to limit combustion in urban centres and residential areas.

WITH REFERENCE TO 4.3.3 The wellbeing of children and their families is integral to achieving the priorities within the Council's Corporate Strategy. In order to ensure that the wellbeing and social inclusion of children and their families is promoted, schools must be located, designed and delivered in a way which meets the diverse needs of the community. Schools should benefit from being centrally located to ensure they are easily accessible to all members of the community to enable individuals to access education, but also to encourage access to the wider activities which may be available, such as sports and homework clubs which can help to develop friendships and improve confidence and self-esteem. Well-located and easily accessible schools, enables children and families to attend them by walking or cycling, contributing to the development of both healthier and more independent lifestyles.

2.30 Paragraph 103 of the NPPF acknowledges the relationship between managing patterns of growth, reducing the need to travel and encouraging the use of sustainable modes of transport in order to reduce congestion and emissions and improve air quality. Paragraph 181 suggests that traffic and travel management and the provision and enhancement of green infrastructure may provide an opportunity to improve air quality. 2.31 It is considered that the selection of suitable development sites in emerging GCLP will be an important factor in improving air quality, particularly those which strongly encourage sustainable travel choices (electric vehicles, low/zero emission modes of travel). 2.32 With regards to NEC, we are generally supportive of the concept of encouraging a greater share of non-car modes of travel. This is broadly in accordance with the advice from the Ely to Cambridge Transport Study, and will be further tested in the NEC AAP Transport Assessment work. It is recognised that many existing employment uses, such as those in Cambridge Science Park, St John’s Innovation Park and Cambridge Business Park, will have authorised car parking at significantly higher levels than what is now intended for NEC. We would support GCSP working with various landowners in exploring innovative/incentivised ways of reducing car usage from those sites. 2.33 We would also support the requirement for high levels of cycle parking from new developments. In terms of NEC, this approach will be supported by the new cycling infrastructure that is planned for Cambridge, including the Chisholm Trail and Waterbeach Greenways. Cycling helps support healthy lifestyles, and is a viable means of travelling around a compact city, assuming that safe and convenient routes and secure/covered parking can be provided. New and existing workplaces can be encouraged to provide showers, changing facilities and lockers to encourage staff to cycle into work. 2.34 Furthermore, cycling is key to achieving a mode split and demand must be met, and therefore we support innovative solutions to cycle parking. As part of further capacity testing, masterplanning and detailed design, consideration will be given to innovative storage solutions (using domestic and international examples) that enables cycle parking to be integrated appropriately into the public realm. The concept of micromobility should also be embraced, with provision made for parking dockless bikes to ensure that they are not left in inconsiderate locations such as the footway.

· We can achieve enormous improvements in air quality transitioning away from car dependency towards very high levels of cycling and walking. · Transport Assessments must demonstrate how developments will improve and maintain air quality. · Developments should be designed so that there is minimal car traffic near homes, schools, and places where people gather. In existing developments, traffic management should be introduced to remove and minimise car traffic. · Electric cars will still lead to significant pollution from tyres, road wear and brakes and will not resolve the issue of congestion or road danger. · Any electric car charging infrastructure that is provided in new and existing developments must not undermine walking and cycling accessibility.

Please see section 5.0 of the accompanying representations document. There are a number of gaps in service provision in the south of Cambridge. CEG is committed to delivering community infrastructure and doing so in the early phases of development. This is not only to support ‘pioneer’ families that move into the first phases of development, but to also support the existing local communities surrounding the site. Land to the South East of Cambridge could include the provision on site of a new dedicated community hub, primary school and local centres including shops and services. CEG is also committed to ensuring community engagement in the design process. Community involvement in the designs of schemes can foster community support and community ownership of a housing development. CEG will therefore work in partnership with the Council and local groups as it has done successfully on other sites across the country, but also locally in the development of the GB1 planning application.

This can principally be achieved through the reduced use of polluting vehicles by: ● Locating development where there is good access to active travel, coupled with access to affordable, frequent, reliable and high-quality public transport options; ● Better cycle and pedestrian connectivity – achieved by developments directly and through a coordinated s106 infrastructure programme.

4.31 Improvements in air quality should be achieved principally through the reduced use of polluting vehicles. For the Travis Perkins site this could include the following measures: ● Locating residential development and places of work that has a high footfall where there is good access to active travel and affordable, frequent, reliable and high quality public transport options; ● Better cycle lanes, parking and cycle security (including the Chisholm Trail link) - achieved by developments directly and through a coordinated s106 infrastructure programme; ● Reducing the volume of HGV movements in the city by relocating industrial sites such as the Travis Perkins site elsewhere and maximising the site for an alternative high density mixed use development; ● Encouraging the use of less polluting vehicles, particularly during peak hours when emissions from stationary traffic makes conditions for pedestrians and cyclists and other vulnerable groups particularly bad; ● Tree planting along road frontages: species selected for their pollution absorbing properties.

4.14.1 Principally through the reduced use of polluting vehicles by: ● Locating development, particularly schools, places of work and other facilities that have a high footfall, where there is good access to active travel and affordable, frequent, reliable and high quality public transport options. ● Better cycle lanes, parking and cycle security – achieved by developments directly and through a coordinated s106 infrastructure programme. ● Reducing the volume of HGV movements in the city. ● Encouraging the use of less polluting vehicles particularly during rush hours when emissions from stationary traffic makes conditions for pedestrians and cyclists and other vulnerable groups particularly bad. 4.14.2 Tree planting along road frontages: species selected for their pollution absorbing properties.

4.29 Improvements in air quality should be achieved principally through the reduced use of polluting vehicles by: ● Locating development, particularly schools, places of work and other facilities that have a high footfall, where there is good access to active travel and affordable, frequent, reliable and high quality public transport options; ● Better cycle lanes, parking and cycle security – achieved by developments directly and through a coordinated s106 infrastructure programme; ● Reducing the volume of HGV movements in the city; ● Encouraging the use of less polluting vehicles, particularly during peak hours when emissions from stationary traffic makes conditions for pedestrians and cyclists and other vulnerable groups particularly bad; ● Tree planting along road frontages: species selected for their pollution absorbing properties.

Measures such as the provision of alternative modes of transport, reducing movements and improving accessibility, improved tree coverage and habitats with high carbon offsetting potential are all ways to improve air quality. The masterplan for Trumpington South locates residential properties away from poorer air quality locations. The Air Quality Assessment produced by Buro Happold concludes that the air quality impacts associated with emissions from surrounding roads on future site occupants will not be significant. The masterplan also seeks to discourage private cars and encourage active transport (walking and cycling) and public transport, with the implementation of car-free zones, Electric Vehicle charging infrastructure and centralised parking locations. The proposed masterplan also incorporates other elements that will have a positive impact on air quality, including zero-carbon homes in operation and extensive tree planting across the site.