Question 36. How should the Local Plan ensure the right infrastructure is provided in line with development?

Essentially by starting from first principles of option appraisal and evidence based assessment of sites, with particular attention to transport, prior to choice of sites. This requires that the Highways Authority is a partner in the process of site identification and assessment, and that it is required to provide evidence-based assessments of all options considered.

Infrastructure improvements need to be in place before development rather than the other way round. If necessary, growth should be restricted is the required infrastructure is not in place, particularly with regard to transport. Otherwise, there will be further congestion on our roads and increased carbon emissions. It is also becoming difficult to get timely appointments at many of our local GP surgeries and there are increased waiting times at Addenbrooke's. The level of growth contemplated is likely to make this significantly worse as the number of medical staff and facilities are unlikely to keep pace in a post Brexit world.

By providing for development of a sufficient scale to support the additional infrastructure required at a viable level or pump prime its provision through government funding (e.g. HIF).

Work with local communities to ensure S.106 payments are targeted on local priorities.

Residential development should be focused on villages which are well-served by public transport, particularly rail and cycle links and which are located close to existing employment opportunities.

Residential development should be focused on villages which are well-served by public transport, particularly rail and cycle links and which are located close to existing employment opportunities.

Easy access to public transport which would include new bus routes. Review existing bus routes with a view to making public transport more attractive than driving.

The technical information submitted with applications such as transportation assessments and drainage statements provide the necessary information to highlight the on-site and to some degree the off-site infrastructure requirements for a particular development and the delivery of or contribution towards these infrastructure requirements should be secured by planning obligations under Section 106 of the Planning Act. Greater focus should be given to delivering development in sustainable locations with developer contributions towards pedestrian and cycle links. Wider funding, potentially secured through the Combined Authority, should be sought for major infrastructure investment, particularly in respect of public transport.

The technical information submitted with applications such as transportation assessments and drainage statements provide the necessary information to highlight the on-site and to some degree the off-site infrastructure requirements for a particular development and the delivery of or contribution towards these infrastructure requirements should be secured by planning obligations under Section 106 of the Planning Act. Greater focus should be given to delivering development in sustainable locations with developer contributions towards pedestrian and cycle links. Wider funding, potentially secured through the Combined Authority, should be sought for major infrastructure investment, particularly in respect of public transport. Pooling of contributions towards education, health care and libraries should be encouraged in order to spread the burden and deliver benefits that are greater than the sum of the individual parts.

Residential development should be focused on villages which are well-served by public transport, particularly rail and cycle links and which are located close to existing employment opportunities.

Residential development should be focused on villages which are well-served by public transport, particularly cycle links and which are located close to existing employment opportunities.

Residential development should be focused on villages which are well-served by public transport, particularly cycle links and which are located close to existing employment opportunities.

Existing arrangements appears to work satisfactorily, although there needs to be more coordinated working between the different growth bodies.

Existing arrangements appears to work satisfactorily, although there needs to be more coordinated working between the different growth bodies.

The College assumes the new Local Plan will be accompanied by a clear Infrastructure Delivery Plan setting its priorities, timescales, costs and responsibilities. The College in its role as landowner and promoter of development, would respond positively to reasonable on and off-site infrastructure requirements related to development and look to include innovative solutions which reduce the need for unnecessary travel, e.g. optimising self-containment within development and enhancing public transport infrastructure. With regard to on-site services and facilities the College, as a long-standing steward of land and property in Cambridge, is a strong believer in ensuring “good development” takes place. The College recognises this means early provision of not only physical infrastructure and utilities, but also social, community, green and blue infrastructure to meet the needs of existing and proposed communities.

Residential development should be focused on villages part of the planned greenway hubs and public transport corridors i.e. Great Abington.

Infrastructure should be in place before permission is granted for development. Too often this is not the case and the S106 agreements secured do little to alleviate the problems that are inflicted on existing residents.

Existing arrangements appear to work satisfactorily, although there needs to be more coordinated working between the different growth bodies.

Existing arrangements appears to work satisfactorily, although there needs to be more coordinated working between the different growth bodies.

Haven’t I already answered this several times? Cycle lanes etc etc etc . See previously.

All new housing developments should be tied to the development of corresponding public transport and cycling and walking infrastructure, and to the existence or provision of local shopping facilities.

Residential development should be focused on villages which are well-served by public transport, particularly rail and cycle links and which are located close to existing employment opportunities.

This Local Plan exercise can benefit from the strong strategic context created by the Combined Authority and Greater Cambridge Partnership, as well as wider initiatives like East West Rail. It is important that spatial planning decisions reflect the existing and emerging commitments to major sustainable transport infrastructure into and across the Cambridge region. It therefore needs to be coordinated in process and substance with the Cambridgeshire and Peterborough Transport Plan to ensure that development is accessible by public transport, walking and cycling. So far as other infrastructure is concerned, such as power and telecommunications, the ways in which these services are delivered to site are changing significantly and any attempt to stipulate standards or delivery methods in planning policy would be counter-productive to flexible and low-cost solutions. Workshops with service providers should take place as part of the development of the Local Plan, to explain the scale and location of allocations, so that energy and water suppliers’ investment plans can be aligned with these and providers can approach landowners/promoters with greater certainty.

• Cycling and walking infrastructure must be safe, convenient, accessible, widely available and built to high-quality standards. • Developments must provide their cycling network, both on-site and with connections to the wider area, before any dwellings are occupied, in order to ensure that new residents get off to the most sustainable start possible. • The cycling network must be the basis of the transport plan for sites, along with public transport routes, and it should be the grid upon which building sites are oriented. • Any large roads in the vicinity of the site must not become cause for walking or cycling severance. • There must always be safe and convenient crossings to ensure that people walking and cycling have full permeability across roads. • The Local Plan must take an explicit stand in opposition to the Oxford-Cambridge Expressway, and should also oppose any plans by the county council or Combined Authority to expand roads. • All congestion relief plans must come from reduction of car traffic and the shifting of travel from cars into walking, cycling and public transport. This is the only way to achieve the climate emergency, air quality and social inclusion goals that the Local Plan has put forth. • The plans for East-West Railway and South Station should be supported but only on the proviso that these projects include full permeability for walking and cycling, provide high-quality and attractive cycling bridges and underbridges, and help drive mode shift out of cars and onto foot, bike and public transport.

• Poor standards of cycle parking prevent people from cycling. Accessible, high-quality, secure and plentiful cycle parking is a critical element of high-standard housing and will enable more people to cycle regularly. • Good cycle parking is a factor in house buying and renting decisions. • Cycle parking standards must be updated to increase the number of cycle parking spaces required for developments, and the design standards have to be updated with modern, inclusive cycle parking specifications. • Cycle parking policies must be absolutely clear about the need for accessible cycle stands that can be used by people of all abilities and specific about the design and installation requirements. • There must be a proportion of cycle stands that are suitable for cargo cycles, tricycles, adapted cycles and recumbents. • Vertical and semi-vertical cycle parking racks must be absolutely prohibited. • Two-tier racks must not be allowed for residential uses, and must be accompanied by a suitable proportion of Sheffield stands in non-residential uses for people who cannot use the two-tier racks. • Cycle parking should never be referred to as 'cycle storage', because 'parking' implies frequent usage and 'storage' does not; we want the design of cycle parking to be as convenient as possible in order to enable frequent usage. • Cycle parking should be at least as close to entry doors as any car parking. Convenience for everyday usage is paramount.

• Cycling and walking infrastructure must be safe, convenient, accessible, widely available and built to high-quality standards. • Developments must provide their cycling network, both on-site and with connections to the wider area, before any dwellings are occupied, in order to ensure that new residents get off to the most sustainable start possible. • The cycling network must be the basis of the transport plan for sites, along with public transport routes, and it should be the grid upon which building sites are oriented. • Any large roads in the vicinity of the site must not become cause for walking or cycling severance. • There must always be safe and convenient crossings to ensure that people walking and cycling have full permeability across roads. • The Local Plan must take an explicit stand in opposition to the Oxford-Cambridge Expressway, and should also oppose any plans by the county council or Combined Authority to expand roads. • All congestion relief plans must come from reduction of car traffic and the shifting of travel from cars into walking, cycling and public transport. This is the only way to achieve the climate emergency, air quality and social inclusion goals that the Local Plan has put forth. • The plans for East-West Railway and South Station should be supported but only on the proviso that these projects include full permeability for walking and cycling, provide high-quality and attractive cycling bridges and underbridges, and help drive mode shift out of cars and onto foot, bike and public transport.

It is considered that the selection of appropriate sites will be an important part to the successful delivery of infrastructure in conjunction with growth. It will also be important to consider the cost and availability of funding for the infrastructure required for development; the costs of providing initial primary infrastructure for larger strategic scale developments often means that less affordable housing is provided given challenging scheme economics. It is requested that the allocation of strategic sites in emerging GCLP is informed by the potential opportunity for those sites to support the delivery of infrastructure projects and also provide affordable housing. The Greater Cambridge Housing Market Economics Analysis (prepared by Bidwells on behalf of North BRLOG) demonstrates that there is sufficient residual value from development sites on the edge of Cambridge to support infrastructure and planning obligations in full.

Ensure that the infrastructure encourages the desired behaviour right from the start, e.g. travel by cycle, bus etc. As far as possible, this includes all age-groups Phasing developments such that people do not live or work on a building site! This has direct and indirect environmental benefits. It's desirable not to encourage private cars, so new roads should be minimised.

• Cycling and walking infrastructure must be safe, convenient, accessible, widely available and built to high-quality standards. • Developments must provide their cycling network, both on-site and with connections to the wider area, before any dwellings are occupied, in order to ensure that new residents get off to the most sustainable start possible. • The cycling network must be the basis of the transport plan for sites, along with public transport routes, and it should be the grid upon which building sites are oriented. • Any large roads in the vicinity of the site must not become cause for walking or cycling severance. • There must always be safe and convenient crossings to ensure that people walking and cycling have full permeability across roads. • The Local Plan must take an explicit stand in opposition to the Oxford-Cambridge Expressway, and should also oppose any plans by the county council or Combined Authority to expand roads. • All congestion relief plans must come from reduction of car traffic and the shifting of travel from cars into walking, cycling and public transport. This is the only way to achieve the climate emergency, air quality and social inclusion goals that the Local Plan has put forth. • The plans for East-West Railway and South Station should be supported but only on the proviso that these projects include full permeability for walking and cycling, provide high-quality and attractive cycling bridges and underbridges, and help drive mode shift out of cars and onto foot, bike and public transport.

Cambridge is in a very unique situation of already having a much larger than usual percentage of road user who cycle and the Local Plan should be looking to utilise this as a springboard to be innovative and ambitious with its’ future infrastructure. The statistic that within the new developments built in Cambridgeshire, 77% of people are travelling to work by car should be an urgent warning that current local policy is not doing enough. We have seen one off developments be at the forefront of carbon and socially sustainable initiatives within the city, but we need policy to translate these small scale initiatives into the 60,000 houses currently in the pipeline. Infrastructure is city wide and involves many stakeholders and landowners and therefore to achieve any change in mindset it will need to be policy driven within the Local Plan. Given the time period taken for both a Local Plan to be adopted and the long duration of construction projects, this Local Plan is a crucial moment to capture forward thinking policy. Look to precedents of how other cities have achieved widespread change and copy their policy to be brave in making citywide and influential strategic moves. There are many precedents that prove greener infrastructure can be implemented. Ensure any key policy is based on proven data and research that has been carried out to ensure a positive impact is achieved. Carry out traffic modelling to test policy designed to reduce traffic because building more roads is definitely not the answer.