Question 28. In providing for a range of employment space, are there particular locations we should be focusing on? Are there specific locations important for different types of business or industry?

• Businesses and industrial spaces need to be connected to the high-quality cycling network, as well as public transport, in order to ensure that people have the opportunity to get to work without driving. • New developments should always include some space for adaptable businesses and light industrial uses, in order to provide employment in the community that is easily accessed on foot or bike, and a healthy mix of activities in new developments. • The Local Plan must not allow car-dependent ‘dormitory estates’ where everyone is forced to travel long distances to access everyday activities like jobs, schools, surgeries and shopping. • Absolutely no employment site should be developed or expanded in any location before sustainable transport links have been established. Cycling, bus and train links must be there before a single employee starts work and forms the habit of driving a car to work. • Planning needs to consider trip-chaining that occurs on the way to work. Are there shops, childcare facilities and places for lunch that are easily accessed by walking and cycling on the way to and during the work day? • Large campus developments without good sustainable transport links can be isolated and leave people stranded if they don’t have a car. Campus transport that focuses on 9–5 workers leaves part-time workers stranded, and offers no opportunity for people who have to leave suddenly in the middle of the day (e.g. for a child’s emergency). “Investment in walking and cycling infrastructure is still needed, but the continued success of walking and cycling environments also depends on the extent to which new and existing residential areas are able to develop a critical mass of destinations (such as workplaces and facilities) within short distances.” (Bertolini, 2003) Evidence for our response to Question 28. • Bertolini, Luca and le Clercq, Frank (2003). Urban development without more mobility by car?. Environment and Planning A 2003, volume 35, pp 575–589.

Businesses and industrial spaces need to be connected to the high-quality cycling network, as well as public transport, in order to ensure that people have the opportunity to get to work without driving.

Cambridge is becoming a place only big chain businesses can survive, the lack of local shops and businesses is directly related to a lack of affordable rent. Something must be done or we will continue to see a huge amount of empty spaces in the town. Subsidised rent is a neccesity at this point not an option, we need a to provide more opportunities for small bussiness and spaces for pop up shops to exist. i have tried to start a small local bussiness only to be shocked at the astronomical price of rent in this city, it is driving bussinesses away. The universisties and other land owners must allow for more local businesses to exist as we are currently at an all time low. King street used to subsidise rent for smaller new businesses in the early 2000's, we need a return of this model as soon as possible

Areas of employment should be accessed by high qualty cycling infrastructure that is well connected to the surrounding areas

• Planning must consider trip-chaining that occurs to and from work. Will shops, child-care facilities, places to buy food , places of education, health services etc be readily accessible? • Businesses and industrial spaces need to be connected to the high-quality cycling network, as well as public transport, in order to ensure that people have the opportunity to get to work without driving. • New developments should always include some space for adaptable businesses and light industrial uses, in order to provide employment in the community that is easily accessed on foot or bike, and a healthy mix of activities in new developments. • Absolutely no employment site should be developed or expanded in any location before sustainable transport links have been established. Cycling, bus and train links must be there before a single employee starts work and forms the habit of driving a car to work.

No more employment space. We are already overpopulated and shouldn't be bringing any more people to this overheated city.

The area south of Cambridge continues to be attractive to certain employment sectors and that trend will no doubt continue so there will be pressure for such further development. It is therefore better to properly plan for this with an appropriate level of new housing based on existing settlements in close proximity to employment (e.g. Ickleton) and with appropriate non-car means of transport where feasible.

As noted in our response to Question 24, the Trumpington Residents’ Association recognises the importance of the Cambridge Biomedical Campus (CBC), and supports the considerable level of growth that has already been planned on the CBC site, but we will object to any further growth at that location. We will also strongly object to any plans for a science park on the land to the south of Addenbrooke's Road, between the M11 and the west side of Shelford Road. We understand the arguments advanced by the Cambridgeshire and Peterborough Independent Economic Commission and others for “agglomeration/densification” in the knowledge intensive sector, and the threat they point to of “Cambridge or overseas” [page 11 of the Commission’s report]. However, we are also very much aware that “there is a large supply (135 hectares) of employment land (in Greater Cambridge) that continues to be developed” [page 53]. A balance needs to be struck between employment growth and the four themes the Councils are proposing, which should be given equal weight.

We indeed have a highly mobile workforce who tend to move jobs much more frequently than they move house. In a recent survey just under 50% of respondents expected to move jobs. In such circumstances it would be unwise to encourage commercial developments on the edges of villages with the proviso that adjacent housing is provided by the developer, on the premise that this would reduce commuting. Not only would this be a recipe for encouraging greenfield developments just outside settlement frameworks, any gain in reduction of commuting times would disappear once employees moved jobs. Siting new homes near new employment opportunities also ignores the home to work trips of partners, school runs, shopping, social and entertainment trips. It may work as a short-term measure to increase the supply of new homes, but in the long run will only increase commuting and other unsustainable travel.

Put them on brownfield sites, or not at all. We can't afford to lose any more green space.

There area south of Cambridge is globally significant for life sciences. This clustered should be supported and new life science sectors, such as agritech, should be supported and provided for.

Huntingdonshire District Council would like to be consulted on allocations that are near to Huntingdonshire and those that may impact upon current commuting patterns and transport infrastructure. We would encourage provision of locations on current and proposed public transport corridors. The Local Plan should also support the rural economy and provide opportunities for expansion and diversification where necessary.

Allow flexible development - small businesses with access via sustainable transport routes. Avoid large industrial estates with poor sustainable transport links and access needing to be car dependent.

• Businesses and industrial spaces need to be connected to the high-quality cycling network, as well as public transport, in order to ensure that people have the opportunity to get to work without driving. • New developments should always include some space for adaptable businesses and light industrial uses, in order to provide employment in the community that is easily accessed on foot or bike, and a healthy mix of activities in new developments. • The Local Plan must not allow car-dependent 'dormitory estates' where everyone is forced to travel long distances to access everyday activities like jobs, schools, surgeries and shopping. • Absolutely no employment site should be developed or expanded in any location before sustainable transport links have been established. Cycling, bus and train links must be there before a single employee starts work and forms the habit of driving a car to work.

Provision of affordable workspaces with subsidised or low-rent for small businesses and start-ups. Even providing places to lease on short-term for pop-ups.

Some jobs can be done anywhere with a laptop computer and decent Internet connection. Therefore homes and community hubs can now be business locations. Support this evolution by creating homes with flexible spaces that can be used as offices. A new residential development should include an Internet café or co-working space with an excellent reliable Internet connection. This should allow fewer new office buildings, and less commuting to them.

No specific locations but walking and cycling infrastructure should be in place/easily accessible so that car dependency is greatly reduced wherever these are sited.

New communities to reduce medium distance commuting to Cambridge

• Businesses and industrial spaces need to be connected to the high-quality cycling network, as well as public transport, in order to ensure that people have the opportunity to get to work without driving. • New developments should always include some space for adaptable businesses and light industrial uses, in order to provide employment in the community that is easily accessed on foot or bike, and a healthy mix of activities in new developments. • The Local Plan must not allow car-dependent 'dormitory estates' where everyone is forced to travel long distances to access everyday activities like jobs, schools, surgeries and shopping. • Absolutely no employment site should be developed or expanded in any location before sustainable transport links have been established. Cycling, bus and train links must be there before a single employee starts work and forms the habit of driving a car to work.

In the past, the Science Park succeeded because it was close enough to the professional services businesses located near the Railway Station and the London timetable allowed those professional services people to spend a lot of time in London each day and Venture Capitalist to come to Cambridge for a meeting, returning comfortably within the same day. Similar logic applies to the Business Park and others but they are filling. Muchof the pressure for Cambridge South and even East-West rail link to Oxford is driven by similar, albeit Life Science, considerations. These focus on the “length” of the office-client journey (the shorter the journey, the more visits per day productivity gain. With Cambridge North connected to the Science and Business Parks, Cambridge South soon to deal with Addenbrookes. Fulbourn/TWI etc appear to be the next candidate.

• Businesses and industrial spaces need to be connected to the high-quality cycling network, as well as public transport, in order to ensure that people have the opportunity to get to work without driving. • New developments should always include some space for adaptable businesses and light industrial uses, in order to provide employment in the community that is easily accessed on foot or bike, and a healthy mix of activities in new developments. • The Local Plan must not allow car-dependent 'dormitory estates' where everyone is forced to travel long distances to access everyday activities like jobs, schools, surgeries and shopping. • Absolutely no employment site should be developed or expanded in any location before sustainable transport links have been established. Cycling, bus and train links must be there before a single employee starts work and forms the habit of driving a car to work.

Within the South Newnham Neighbourhood Area as there is no space to expand any businesses, but we do wish to protect our existing shops, school etc., which are so important to our community.

• Businesses and industrial spaces need to be connected to the high-quality cycling network, as well as public transport, in order to ensure that people have the opportunity to get to work without driving. • New developments should always include some space for adaptable businesses and light industrial uses, in order to provide employment in the community that is easily accessed on foot or bike, and a healthy mix of activities in new developments. • The Local Plan must not allow car-dependent 'dormitory estates' where everyone is forced to travel long distances to access everyday activities like jobs, schools, surgeries and shopping. • Absolutely no employment site should be developed or expanded in any location before sustainable transport links have been established. Cycling, bus and train links must be there before a single employee starts work and forms the habit of driving a car to work.

By maximising locations with sustainable transport links – along major existing and proposed road and rail linkages.

There must be space for business within our communities and any new large scale development should be required to organise public transport – that might be an electric mini bus to a park and ride car park or whatever. Building a business park people have to drive to is a total disaster.

No comment

The UK industrial Strategy advocates focusing on our strengths, “fostering clusters and connectivity across cities, towns and surrounding areas” 4 Sites which support these clusters are necessary and could be urban, edge of town or rural. 5.13 Locations with high levels of public transport access should be identified for businesses with high employment densities. This would include sites within walking distance of train stations, travel hubs and along transport corridors. “by ensuring good quality public transport is in place before development, the number of those new residents [and occupiers] who will use the transport is maximised. This is also likely to be the best way to stretch some of the high-value businesses based within and around Cambridge out into wider Cambridgeshire and Peterborough. These companies will not want to be distant from the city, but these clusters could ‘grow’ out along the transportation links, providing connection to other market towns.” 5 5.14 Taller prime office buildings could locate at Cambridge’s railway stations to focus development at transport hubs; keeping the city compact, but supporting the demand for high quality office space, particularly that arising from knowledge intensive (KI), especially artificial intelligence firms around Cambridge Central station. This is supports CPIERs third key recommendation: “Ensuring that Cambridge continues to deliver for KI businesses should be considered a nationally strategic priority”. 3 CPIER p54 4 UK Industrial Strategy 2017 p18 5 CPIER p41 – This is of relevant to all forms of development Page 20 5.15 The cluster effect is well-evidenced in Cambridgeshire and an opportunity exists for Greater Cambridge to encourage the forces of agglomeration through promotion of sites around existing groups of same-sector companies. This is certainly the case for the Science and Technology Sector. A spatial strategy to provide for a range of commercial and job opportunities should be informed by the cluster approach, but not at the expense of unduly restricting employment opportunities across the Plan area, particularly to transport corridors. 5.16 Non-knowledge intensive companies tend to be more footloose and typically locate where premises are provided rather than through bespoke development, while some companies expand from humbler often rural beginnings in converted buildings. To enable this growth dynamic employment locations in settlements of all sizes and classification should be allocated or be permissible, with larger concentrations of floorspace in areas with better public transport and access to active modes of travel. CPIER supports this position noting that deeper networks on smaller clusters on the periphery of Cambridge could help spread the ‘Cambridge effect’.

Paragraph 82 of the NPPF recognises the need to provide for the specific locational requirements of the business sector. As previously mentioned in these representations, the Local Plan should be focussing on allocating employment sites on the basis of their suitability for particular types of business rather than allocating them for a full range of business options. It is also important to offer business a choice in where they wish to be located. E.g. Some may prefer offices in the city however others may require a more rural location for their offices r. Clearly such sites need to be carefully considered as they still need to be considered sustainable with access to public transport. If manufacturing companies are to be attracted, then they will have very different requirements to knowledge-based industry. They are more likely to prioritise transport links and a location where they will not disturb residents over a location which is in the built-up area of a town or city. Therefore, Endurance Estate’s site at Melbourn should be been identified as suitable site to be allocated as a mixed-use business park within the emerging Local Plan to 2040. It will tick the boxes for many businesses due to its location, sustainable credentials and access to public transport. The land around the edge of villages located on key transport routes such as the A10 should be considered suitable for delivering employment growth especially in the B1, B1C and B2 sectors.

2.8 It is considered that Milton forms a suitable location for employment growth. Milton is highly accessible and is linked by a pedestrian and cycle bridge over the A14 to the Cambridge Science and business park. The site is only 1.0km from the nearest Park and Ride site which gives direct access to the Science Park, the area covered by the North East Cambridge Area Action Plan and the Centre of Cambridge. The site is also only within about 1.75km of Cambridge North Railway Station. Regular bus services serve the village linking it to Cambridge city centre to the south and Ely to the north, including the Guided Bus which has stops at the Science Park and Cambridge North Station. As such, Land at Ely Road, Milton is a sustainable location for development. 2.9 The Issues and Options document places a key emphasis on the need to meet the net zero carbon target by 2050. This runs in tandem with the goal of doubling the economic output of Cambridgeshire and Peterborough over the next 25 years. It is therefore most logical to direct employment development to locations where the need to travel is reduced in order to meet both targets. Milton clearly benefits from a wide range of public transport opportunities, as well as being accessible by foot and cycle from residential areas, and close to existing hubs of employment. 2.10 There is an evidenced need for more employment space, and in particular office space in and around the north of Cambridge. The ‘Employment Land Review’ (Report to South Cambridgeshire District Council and Cambridge City Council, SQW July 2012) published to inform the recently adopted Local Plan stated: ‘Demand for office space is particularly focused on two areas of pressure: the city centre, and the northern fringe around Cambridge Science Park. The market signals are very clear that increasing provision elsewhere will not on its own solve the problem – more has to be done to increase supply in those locations where firms most want to be. (Paragraph 3)’ 2.11 Although work has now started on the preparation of the North East Cambridge (Cambridge Northern Fringe) Area Action Plan, any significant provision of new employment space as part of that allocation is unlikely to be delivered in the foreseeable future as it is contingent on the relocation of the Sewage Works. In early 2019 Anglian Water agreed to relocate the Sewage Works, with funding having been secured from the Government’s Housing Infrastructure Fund. Nonetheless the location of the relocated Sewage Works is at present highly uncertain. 2.12 The Land at Ely Road, Milton site has the potential to provide office space close to the Science Park for employment use either as part of a mixed use residential allocation, or as a satellite employment allocation in its own right. This would allow scope for the creation of significant new B1 floorspace early within the new Plan period in an attractive landscape setting which is accessible to Cambridge by non-car modes.

5.11 The UK industrial Strategy advocates focusing on our strengths, “fostering clusters and connectivity across cities, towns and surrounding areas” 2 Sites which support these clusters are necessary and could be urban, edge of town or rural. 2 UK Industrial Strategy 2017 p18 Page 22 5.12 Locations with high levels of public transport access should be identified for businesses with high employment densities. This would include sites within walking distance of train stations, travel hubs and along transport corridors. “by ensuring good quality public transport is in place before development, the number of those new residents who will use the transport is maximised. This is also likely to be the best way to stretch some of the high-value businesses based within and around Cambridge out into wider Cambridgeshire and Peterborough. These companies will not want to be distant from the city, but these clusters could ‘grow’ out along the transportation links, providing connection to other market towns.” 3 Non-knowledge intensive companies tend to be more footloose and typically locate where premises are provided rather than through bespoke development, while some companies expand from humbler often rural beginnings in converted buildings. To enable this growth, dynamic employment locations in settlements of all sizes and classification should be allocated or be permissible, with larger concentrations of floorspace in areas with better public transport and access to active modes of travel. CPIER supports this position noting that deeper networks on smaller clusters on the periphery of Cambridge could help spread the ‘Cambridge effect’. 3 CPIER p41