Question 37. How should we encourage a shift away from car use and towards more sustainable modes of transport such as public transport, cycling and walking?

Stop building car-centric development like we do now – make proper provision for cycling.

See previous answers.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. Sawston is defined as a Rural Centre in the settlement hierarchy for South Cambridgeshire. The village contains a variety of convenience stores, a post office, a bank, library, primary schools, secondary school, health services including doctors and dentist, public houses and restaurants, and numerous employment sites and other local businesses. Sawston is on numerous bus routes, providing services towards Cambridge. The Greater Cambridge Partnership is promoting a new public transport route from Haverhill and Cambridge with a stop at Sawston, and a new greenway and cycle routes through the village providing connections to neighbouring settlements, employment opportunities and railway stations. Therefore, the promoted development at land north of Common Lane in Sawston would be accessible to the services and facilities in the village by a range of modes of transport. For all these reasons it is requested that the promoted development should be allocated in the emerging GCLP. In addition, it is noted that Paragraph 138 of the NPPF suggests that sites which are accessible by public transport should be one of the preferred locations to be released from the Green Belt, where it is has been assessed that a release is necessary; the promoted development would meet this requirement.

• Schemes to increase car traffic in the region must be scrapped. The Local Plan should oppose road expansion projects like the Oxford-Cambridge Expressway or the dualling of any road. Any new railway lines or stations must provide excellent cycling links. The Local Plan should support the construction of safe cycling and walking routes as highlighted by the LCWIP process. • Developments must be planned from the very beginning with the safe, convenient and high-quality walking and cycling networks • All buildings, parks and public spaces must be fully integrated with the cycling network. • Cycle routes in the built-up area should always be accompanied by a separate and dedicated footway alongside them. • Cycle routes must be free of dangerous obstructions and always be planned with smooth curves and full consideration of forward visibility and visibility at every junction or crossing point. • The cycling network and connections to the wider area, and any public transport, must be delivered and open before buildings are occupied in order to ensure new occupants get the most sustainable start possible. • Cycle routes must be given priority both in planning terms and on the ground where they cross roads. • Cycle routes must be ubiquitous, continuous, high-quality, safe, convenient, legible and fully accessible to people of all abilities. • Schools must be fully accessible to people on foot or bike and not be located on through-roads. Access to schools by car should be very limited apart from serving the needs of people with disabilities who might need to drive there. • New housing and development sites must only be located in places where car traffic can be kept to the absolute minimum. New sites should be rejected if the Transport Assessment cannot realistically propose to keep car traffic generation to the absolute minimum. • Highway junctions onto development sites must be kept small, being no larger than absolutely necessary for basic access, in line with the pledge to minimise car traffic generation. Should the county council or Combined Authority attempt to propose excessively large junctions then the planning authority must challenge them and refuse to accept designs that induce additional car traffic. • Buildings must meet an improved standard for cycle parking, with increased quantity and a higher quality of design, including space for inclusive cycle parking that supports cargo cycles, adapted cycles, tricycles, e-bikes and other types of cycles. • Train stations and major bus stops must have secure, convenient and high-quality cycle parking facilities. Camcycle should be consulted about the standards required for these facilities. • Cycling logistics depots should be supported at the edge of built-up areas and provide opportunities for longer-distance shipping to transload cargo onto more appropriate cargo cycles for local delivery. • The planning committee and officers must be prepared to reject development proposals that do not sharply reduce car traffic in favour of walking, cycling or public transport.

This questions relates very closely to the following section; determining where to build new development. In order to encourage more sustainable future modes of transport, development must be delivered in locations that provide opportunities for alternative means of travel to the private car. Development at the Site would help to facilitate a shift away from car use. The nearby station at Great Chesterford affords direct access to both London and Cambridge and is highly accessible from the site for pedestrians and cyclists. There are also regular bus services which serve the village, providing access to other nearby large towns such as Saffron Walden. The Consultation places a key emphasis on the need to meet the net zero carbon target by 2050. It is therefore most logical to direct development to locations where the need to travel by car can be reduced and where there are other sustainable travel options. The Site clearly benefits from a wide range of public transport opportunities, as well as being accessible by foot and cycle from the proposed residential areas to existing facilities within the Great Chesterford. Importantly, the development of the Site opens up the prospect of the enablement of further sustainable development in the direct vicinity of Great Chesterford station, as illustrated on the Plan provided at Appendix 2. The indicated area of third party land falls within Uttlesford District and is not owned by the College. However whilst the residential allocation of the promoted Site is sustainable in its own right, it can also provide a new access from Ickleton Road to this additional sustainable site, adjacent to the station, which is currently landlocked. This presents a wider opportunity under the Duty to Cooperate (DtC) to open up a highly sustainable land parcel for additional development, within an average 150m walking distance of the station.

By ensuring that new development is located in sustainable locations close to existing and proposed transport links. Also by ensuring that appropriate facilities are in place to serve the transport links – such as bicycle storage etc.

Make it easier to cycle and harder to drive. Make parking in Cambridge more punitive or introduce a congestion charge. Provide transport across communities and between communities. Could the Park and Rides act as local hubs.

More sustainable forms of transport should be encouraged i.e. walking and cycling, to reduce the impacts of climate change. New developments should aim to reduce the dependency on car parking especially when the development is close to excellent public transport links.

In view of increasing education and innovation on the subject of sustainable travel and mobility, the Local Plan should further acknowledge that travel patterns are changing people are traveling less, and the way in which people are achieving mobility is evolving. Greater emphasis is now placed on shared mobility and the advent and increasing prevalence of e-bikes means users can travel over significant distances conveniently and efficiently by cycle. Conventional wisdom pertaining to acceptable travel distances by this mode should be challenged in the context of planning for future travel habits. The attitudes of younger generations are also evolving, with increasing awareness of environmental issues and a greater propensity to consider environmental impacts alongside considerations relating to personal convenience when making travel-choices. Moreover, as recognised by the Draft Local Transport Plan (DLTP) (para.2.28) advancements in technology will significantly change the way in which people travel in the future. While the exact nature of technological developments will likely involve a degree of uncertainty, it is important that decision makers do not overlook the significant influence that changing habits and technologies can have. The constraints of continuing to apply traditional assessment methods, such as using historic travel-patterns to forecast future behaviour, should be recognised and challenged. In this regard, M&M support the statement at paragraph 2.29 of the DLTP that “ … we must remain open - minded and forward looking regarding new technologies. Legislation and policy must be progressive and open to change”. The DLTP encourages active travel (walking and cycling) and public transport, before considering travel by motor vehicle. M&M full supports this concept in order to achieve a modal shift in travel habits consistent with national planning policy and guidance. In allocating sites for development, it is important that opportunities to significantly improve cycling and walking provision are fully embraced, in particular where this would significantly benefit existing rural communities. High quality pedestrian and cycle infrastructure in appropriate places can encourage active travel by those modes and may act as an inhibitor of optimal travel by private car. As set out above, development on Crow’s Nest Farm offers a unique opportunity to significantly improve the pedestrian and cycle links between Papworth Everard and Cambourne, linking into planned improvements between Cambourne and Cambridge and facilitating a step change in the availability and attractiveness of alternative transport methods.

National Planning Policy advises (paragraph 102) that transport issues should be considered from the earliest stages of plan-making so that: a) “the potential impacts of development on transport networks can be addressed; b) “opportunities from existing or proposed transport infrastructure, and changing transport technology and usage, are realised – for example in relation to the scale, location or density of development that can be accommodated; c) “opportunities to promote walking, cycling and public transport use are identified and pursued; d) “the environmental impacts of traffic and transport infrastructure can be identified, assessed and taken into account – including appropriate opportunities for avoiding and mitigating any adverse effects, and for net environmental gains; and e) “patterns of movement, streets, parking and other transport considerations are integral to the design of schemes, and contribute to making high quality places.” Page 21 6.2 The NPPF continues, at paragraph 103, in stating that the planning system should actively manage patterns of growth in support of the above objectives. It states: “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.” 6.3 It is therefore important for the Local Plan to ensure developments create an environment where accessibility to day to day services and other facilities is easy and a choice of transport modes is available. This will enable the local community to choose the most sustainable methods of travel. New developments need to be designed so that this can happen from first occupation when habits start to form. 6.4 104-112 Hills Road is an ideal example of a site that has the opportunity to accommodate additional growth whilst encouraging a shift away from car use and towards more sustainable modes of transport. Indeed, in this particular case Cambridge train station is located approximately 500 metres to the east of the site (a 6-minute walk or 3-minute cycle ride from the Site).

This can principally be achieved through locating new development in locations which have good access to sustainable modes of transport. New development should be located to take advantage of existing or planned transport infrastructure and should be designed in a manner which encourages the take up of active modes of travel. 8.2 Land to the west of Cambridge Road, Melbourn is ideally located to encourage future residents to use sustainable modes of travel and ensure that trips made by private vehicles are minimised. The Melbourn High Street, with its range of services and facilities, is located approximately 900m to the south west of the Site whilst Meldreth Station is located approximately 1km to the west of the Site. The Melbourn Science Park, one of the villages largest employment sites is also located adjacent to the site. The development has also been designed in a manner to encourage walking and cycling to access future resident’s daily needs located in the village centre. A pedestrian link is proposed in the west of the site along ‘the Drift’ which links to Moat Lane and runs through the recently consented Science Park expansion, providing enhanced connectivity for new residents to access the Science Park and the High Street. There are existing bus stops along the site’s frontage with Cambridge Road, with services available to Cambridge and Royston. Future development proposals could contribute to the upgrading of these stops and their accessibility.

7.1 This can principally be achieved through locating new development in locations which have access to sustainable modes of transport. New development should be located to take advantage of existing or planned transport infrastructure and should be designed in a manner which encourages the take up of active modes of travel. 7.2 Land at Fishers Lane, Orwell would enable future residents the opportunity to use sustainable modes of travel and ensure that trips made by private vehicles are minimised or only used for a part of the journey. The site is within close proximity to the village store, post office, pub, primary school, employment opportunities and bus stops offering services to Cambridge, encouraging residents to walk and cycle, rather than travel by private car, to these facilities. The site is also located approximately 3.5km from Shepreth station, which is within cycling distance, encouraging residents to travel via sustainable modes using existing infrastructure. There are existing bus stops within the village and future development proposals could contribute to the upgrading of these stops and their accessibility.

7.1 This can principally be achieved through locating new development in locations which have good access to sustainable modes of transport. New development should be located to take advantage of existing or planned transport infrastructure and should be designed in a manner which encourages the take up of active modes of travel. 7.2 Land south of Hattons Road, Longstanton is ideally located to encourage future residents to use sustainable modes of travel and ensure that trips made by private vehicles are minimised. The Longstanton High Street, with its range of services and facilities is located approximately 150m to the north east of the site whilst Northstowe, which will provide a range of town centre services and facilities is located 1.5km from the site. Furthermore, large employment and open space allocations are located adjacent to the site. The development has also been designed in a manner to encourage walking and cycling to access future resident’s daily needs located in the village centre and beyond. Longstanton Park and Ride is located approximately 1.5km to the north of the site and provides residents with access to a high frequency service between Cambridge and St. Ives. The Park and Ride is within easy cycling distance of the site. Future development proposals could contribute to the upgrading of existing pedestrian and cycle routes and public transport facilities.

7.1 The site is ideally located to encourage future residents to use sustainable modes of travel. The site presents an opportunity to provide and improve permeability and connectivity links within the village of Histon and Impington for existing and new residents. This in turn would contribute to maintaining a strong sense of community and ensuring there are safe and sustainable modes of transport. 7.2 Page 32 of the Masterplan Delivery and Vision Document seeks a proposed pedestrian and cycle link through our client’s land to connect with the village’s existing footpath/cycle network maximising opportunities for convenient nonvehicular access and providing easy and safe routes to Impington village centre. The nearest bus stop is 500m from site with services to Cambridge every 20 minutes. The Guided Busway is 1km from the site and provides road-free cycle and pedestrian access both into Cambridge and towards St Ives. Cambridge North Train Station is approximately 3.5km from the site boundary. The guided busway provides a direct route to the station.

Endurance support the shift towards sustainable forms of transport, and these should be encouraged and fully considered through the Local Plan. In respect of Melbourn the proposed scheme will deliver newly located bus stops as part of the new roundabout proposals for accessing the site. We have made representations to support the Greater Cambridge Partnership’s proposed Melbourn Greenway which proposed a green network linking Cambridge to the surrounding villages with a high-quality walking and cycling route. This initiative is supported as it will benefit both residential and businesses alike. However, whilst Endurance Estates supports the broad principle of the development, we have suggested an alteration / addition to the proposed path trajectory such that the Greenway continues along the stretch of the A10 to the north of Melbourn. Firstly, this would create a more direct route between the settlements that bookend the trail and those situated in between, reducing journey distances / times and ultimately encouraging greater use of the pathway. Secondly should, the aforementioned mixed used scheme come forward the Greenway would serve this facility, helping support sustainable travel to this potential strategic employment location and attracting inward investment. Thirdly, the existing bridleway between Melbourn and Meldreth would become directly accessible and following an upgrade could form an outreaching branch to the Greenway’s arterial route, into the village of Meldreth. A link to Meldreth railway station would then be created, providing connections to other village stations in South Cambridgeshire; Cambridge, Cambridge North, Royston and London. This walking / cycling link would not only benefit those commuting out to Cambridge and London, but also those travelling into the established employment location of Melbourn; with the business park situated in the village, accommodating a wide range of business and light industrial uses. Whist Melbourn Science Park to the north of the village, provides high quality premises for a number of high-tech businesses including AstraZeneca and The Technology Partnership. The Science Park has also been subject to a recent planning application for expansion. Hence, the village does and will continue to attract a wide range of businesses requiring travel from their associated employees. It should also be acknowledged that, Thameslink railway services between Cambridge and London King’s Cross were upgraded in 2018 and now operate every half an hour during the week and every hour at weekends. In addition, in line with Thameslink policy and their new fleet of high capacity Class 700 trains, folding cycles can easily be stored on board, which would be of benefit to those utilising the Greenway; facilitating a seamless sustainable commute. Endurance Estates considers there is clear merit in extending the Greenway along the A10 to the north of Melbourn. If delivered, it will provide a safe, attractive and direct cycle / walking route which successfully connects with the wider transport network, ultimately promoting sustainable methods of travel.

7.1 This can principally be achieved through locating new development in locations which have good access to sustainable modes of transport. New development should be located to take advantage of existing or planned transport infrastructure and should be designed in a manner which encourages the take up of active modes of travel. 7.2 Our proposal is for the extension of an existing employment site. It is well located close to existing settlements and can play a role in providing local employment. Its location means that there are options for sustainable travel. These include enhanced accessibility for pedestrian and cyclists with the proposed cycle route along Mere Way connecting to Cambridge and improvements to local bus services. Chivers Farms Ltd own the land around the site and there are opportunities to improve accessibility from Milton Road. Milton Road itself has an existing footpath and cycle way.

5.4 Creating a modal shift in transport use away from private vehicles towards more sustainable forms of transport will require a range of measures. The Local Plan has the ability to bring some of these elements together to have the overall effect of reducing the need to travel and increasing access to sustainable transport options. 5.5 A key factor affecting transport choices is the location of development. Cambridge has a large employment base and significant levels of services and facilities. As such, it has a significant ‘draw’ effect which can result in congestion at peak times due to the number of daily trips undertaken for both commuting and pleasure. Development in locations that are in close proximity to Cambridge, or well connected via sustainable travel options, will reduce the length of journeys and the dependence on private vehicles. 5.6 The Cambridge Green Belt currently restricts the potential for strategic development in close proximity to the City. The Green Belt Assessment undertaken in support of the 2018 Local Plans highlighted that the value of the Green Belt diminishes over distance from the City. The Green Belt edge extends to Hardwick and in that context can be seen to potentially have less value in this location than areas of the Green Belt closer to the City – a matter supported by the Preliminary Green Belt Assessment submitted in response to the Call for Sites 2019 (Appendix 2). 5.7 Permitting village extensions to well-located settlements such as Hardwick would serve to encourage the use of sustainable transport options without impacting on the Green Belt areas of greatest value. Hardwick benefits from existing bus services (Citi 4), cycling and walking routes. Accessibility will be further improved through the implementation of the Cambourne-to-Cambridge public transport project and potential linkages into the Greenways cycle network. 5.8 As promoted in the NPPF (paragraph 78), sustainable development in rural areas is about locating housing where it will enhance or maintain the vitality of rural communities. The sustainable growth of villages through additional housing development can contribute to the footfall needed to support village services and facilities, i.e. reaching a critical mass that can support a vibrant village economy. This reduces the need to travel by private vehicle and also rejuvenates local areas and their communities. 5.9 Likewise, the co-location of different land uses is another important consideration in making strategic policy decisions to shape travel choices. For example, where new residential developments in villages provide a mix of uses (employment, shops and cafes, community facilities and recreational spaces) or are located adjacent to existing services, then this will facilitate local residents to live, work and relax within their own local area and community. This will reduce the need to travel into Cambridge or one of the larger villages or towns for work, shopping and other facilities. It will also have a positive impact on wellbeing, local community cohesion and sense of place.

7.1 This can principally be achieved through locating new development in locations which have good access to sustainable modes of transport. New development should be located to take advantage of existing or planned transport infrastructure and should be designed in a manner which encourages the take up of active modes of travel. 7.2 The site is ideally located to encourage future residents to use sustainable modes of travel and ensure that trips made by private vehicles are minimised. Impington and Histon, with its range of services and facilities, is located within easy walking distance to the Site. To the south, beyond the A14, is Cambridge and key employment sites. There are existing bus stops close to the site with services to Cambridge.

2.22 This questions relates very closely to the following section; determining where to build new development. In order to encourage more sustainable modes of transport, development must be delivered in locations that provide opportunities for alternative means of travel to the private car. 2.23 Development in Milton will help facilitate a shift away from car use. Milton is highly accessible and is linked by a pedestrian and cycle bridge over the A14 to the Cambridge Science Park. Cambridge Research Park is accessible by footway, cycle path and bus to the north along the A10. The Land at Ely Road, Milton site is only 1.0km from a 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 and will be within about 1.75km of Cambridge North Railway Station. Regular bus services serve Milton village linking it to Cambridge city centre to the south and Ely to the north. The Guided Bus has stops at the Science Park and Cambridge North Station. 2.24 The Issues and Options document places a key emphasis on the need to meet the net zero carbon target by 2050. It is therefore most logical to direct development to locations where the need to travel is reduced and where there are sustainable travel options. Milton clearly benefits from such 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.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. The site is located within a reasonable walking and cycling distance to some key local facilities and services including a convenience store, post office, doctor’s surgery and two local schools. Within the immediate vicinity of the site, Fen Drayton Road forms part of Regional Cycle Route 24. In addition, National Cycle Route 51 is located approximately 1.5km northeast of the site and runs alongside the Guided Busway. The route is of high quality, and provides a good link between Swavesey and the nearby destinations of Cambridge and St Ives. Given the level of connectivity of the application site via modes such as walking and public transport, it is considered that use of sustainable travel will be achievable and realistic. The promoted site at land at Fen Drayton Road in Swavesey is accessible by walking, cycling and public transport to the services and facilities within the village. The Cambridge Guided Busway is to the north of Swavesey, and there is a shared use path between the village and the busway stop. Greater Cambridge Partnership has proposed a rural travel hub at the Cambridge Guided Busway stop, which includes improvements to cycle parking facilities in this location. The site is well-related to the busway and the proposed greenway. Therefore, the promoted site is sustainable in transport terms, and for this reason it should be allocated in the emerging GCLP.

7.1 National Planning Policy advises (paragraph 102) that transport issues should be considered from the earliest stages of plan-making and development proposals so that: a) the potential impacts of development on transport networks can be addressed; b) opportunities from existing or proposed transport infrastructure, and changing transport technology and usage, are realised – for example in relation to the scale, location or density of development that can be accommodated; c) opportunities to promote walking, cycling and public transport use are identified and pursued; d) the environmental impacts of traffic and transport infrastructure can be identified, assessed and taken into account – including appropriate opportunities for avoiding and mitigating any adverse effects, and for net environmental gains; and e) patterns of movement, streets, parking and other transport considerations are integral to the design of schemes, and contribute to making high quality places. 7.2 The NPPF continues, at paragraph 103, in stating that the planning system should actively manage patterns of growth in support of the above objectives. “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.” 7.3 It is therefore important for the Local Plan to ensure developments create an environment where accessibility to day to day services and other facilities is easy and a choice of transport modes is available. This will enable the local community to choose the more socially inclusive and sustainable methods of travel. New developments need to be designed so that this can happen from first occupation when habits start to form. 7.4 Land at Frog End is an ideal example of a site that has the opportunities to accommodate additional growth and encourage a shift away from car use and towards more sustainable modes of transport. Further detail is provided in Section 2 of these representations and in the supporting Transport Appraisal prepared by Cannon Consulting Engineers.

2.14 This questions relates very closely to the following section; determining where to build new development. In order to encourage more sustainable modes of transport, development must be delivered in locations that provide opportunities for alternative means of travel to the private car. 2.15 Development in Teversham would help facilitate a shift away from car use, and certainly reduce any journey times by car owing to its proximity to Cambridge. Teversham is highly accessible and is linked to the edge of Cambridge by footways. Teversham is also linked to Cambridge for cyclists via local links on road and separate from traffic. The site is less than 2 miles from the Newmarket Road Park and Ride site which gives direct access to the Centre of Cambridge. Bus services serve the village linking it to Cambridge, along with nearby villages and town. The closest railway station to the site is Cambridge Station, which is under 5 miles from the site. 2.16 The Issues and Options document places a key emphasis on the need to meet the net zero carbon target by 2050. It is therefore most logical to direct development to locations where the need to travel is reduced and where there are sustainable travel options. Teversham clearly benefits from a wide range of sustainable transport opportunities, including being accessible by foot and cycle from Cambridge.

3.44 Development on the edge of Cambridge provides the greatest opportunity to change behaviours, encouraging more sustainable living to reduce impact on the climate and work achieving net zero carbon. Only by giving residents genuine and convenient alternatives to using private cars and providing an environment, which really stimulates healthy and energy-efficient living right from the start, can a change in behaviours and habits be formed. 3.45 On balance, new development on the edge of Cambridge is best placed to do this and this will require releasing suitable land from the Green Belt. 3.46 This accords with Para. 138 of the National Planning Policy Framework 2019, which states that Green Belt boundaries should be reviewed to reflect the need to promote sustainable patterns of development, as follows: “When drawing up or reviewing Green Belt boundaries, the need to promote sustainable patterns of development should be taken into account. Strategic policymaking authorities should consider the consequences for sustainable development of channelling development towards urban areas inside the Green Belt boundary, towards towns and villages inset within the Green Belt or towards locations beyond the outer Green Belt boundary. Where it has been concluded that it is necessary to release Green Belt land for development, plans should give first consideration to land which has been previously-developed and/or is well-served by public transport. They should also set out ways in which the impact of removing land from the Green Belt can be offset through compensatory improvements to the environmental quality and accessibility of remaining Green Belt land.” 3.47 Green Belt is a planning designation and on balance release from it, at least in part, provides an opportunity to facilitate sustainable development and encourage a shift away from the use of private car.

7.1 This can principally be achieved through locating new development in locations which have good access to sustainable modes of transport. New development should be located to take advantage of existing or planned transport infrastructure and should be designed in a manner which encourages the take up of active modes of travel. 7.2 The site is well positioned next to the A14 providing excellent transport links with a dedicated pedestrian and cycle path to the village of Girton, which can be reached within a 9-minute cycle journey/21 minute walk. Its location means that there are options for sustainable travel

7.1 Greater Cambridge should continue to press ahead with ambitious public transport infrastructure projects, such as the CAM. It is evident that Cambridge’s public transport offering is not sufficient to give enough people a real alternative to otherwise using the private car. Furthermore, given the area’s potential for rapid growth, such transport infrastructure could assist in transforming the economy and improving people’s daily lives. 7.2 It is questionable, however, as to whether such transport infrastructure projects can be delivered during the proposed plan period. Throughout the plan period, it will be important to promote the development of sites that lie in close proximity to major corridors and/or are within walking and cycling distance to Cambridge City Centre. By siting development in these locations, people will be more likely to use sustainable transport modes to access key services and facilities.

7.1.1 This can principally be achieved through locating new development in locations which have good access to sustainable modes of transport. New development should be located to take advantage of existing or planned transport infrastructure and should be designed in a manner which encourages the take up of active modes of travel. 7.1.2 Cottenham is a village that is already served by transport infrastructure and bus services, which a greater population could support those services to be more viable and frequent. The proposal site to the east of Oakington Road is well placed to encourage future residents to use sustainable modes of travel and ensure that trips made by private vehicles are minimised. Services are available within walking/ cycling distance of the site and efficient public transport options are available from Cottenham to Cambridge and further afield. Improvements are proposed to ensure walking and cycling are promoted over the use of the private car, including upgrading footpaths and ensuring high quality, safe cycle paths into and out of the village. There is an existing bus service into Cambridge with the nearest bus stop on Rampton Road within 1km of the site.

Q37: How should we encourage a shift away from car use and towards more sustainable modes of transport such as public transport, cycling and walking? As reflected in the NPPF (2019) and the Planning Inspectors report on the South Cambridgeshire Local Plan (2018), a shift away from our reliance on cars and towards more sustainable transport can be achieved by locating development in existing villages, with established transport connections. The development of new, large settlements is less likely to be able to be served by existing transport networks, whereas existing villages have established services and transport links which can serve an increased population. Histon and Impington is on the Cambridge Busway and as such is located along a key public transport link into Cambridge, and also nearby towns of St Ives and Huntingdon within Huntingdonshire District. The Busway provides a service every 7 minutes, providing residents and employees with a reliable and sustainable option for travel. A potential new stop on the busway is currently being considered within Histon and Impington, within close proximity to land owned by our client, this is supported by the emerging Neighbourhood Plan and would further encourage a shift away from car use, towards more sustainable modes of transport for both existing and future employees and residents. The release of my client’s site known as Land west of South Road, Impington from the Green Belt would facilitate the creation of a cycleway/footway that could link into the Darwin Green development to the south, on the opposite side of the A14. It is proposed that as part of any development of the site, of any size, a cycleway/footway route connecting Histon and Impington to Cambridge to the south would be incorporated and provide an improved linkage over the A14 and directly to the existing cycle and pedestrian links within Cambridge. This would further encourage a shift away from car use and towards more sustainable modes of transport. The encouragement of the use of public transport, cycling and walking in and around the South Cambridgeshire District and City of Cambridge would assist in addressing a key and fundamental issue, congestion. New development should aim to address this problem which would also be compliant with the key issue of Climate Change, a big theme underlying the new Local Plan. Summary of Comments: The spatial strategy will need to recognise the different opportunities available between urban and rural areas.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. Land to the east of the Ridgeway and Old Pinewood Way, Papworth Everard is a sustainable settlement where the use of more sustainable modes of transport can be promoted. Papworth Everard is defined as a Minor Rural Centre in South Cambridgeshire District Council's current settlement hierarchy and therefore sits towards the top of the Council’s settlement hierarchy. Papworth Everard contains an extensive range of services and facilities including a convenience store, hairdressers, fish and chip shop, coffee shop and a restaurant, a primary school, children’s nurseries, post office, library, doctor’s surgery/health centre, veterinary surgery, churches and village hall. Development has also commenced to deliver a bakery, microbrewery and Public House on the former print works site, south of Church Lane. Accessibility to these services from the site is illustrated on Connections Plan. As will be noted, the site is very well connected to existing services and facilities within the village. Papworth Hospital has previously been the main employer in the village although the facilities and functions of the hospital have now been relocated. The former hospital site is however positively promoted within the adopted plan for future employment generating uses and is being marketed for such uses. Papworth Business Park, located at the southern edge of the village, is the main employment area. The services, facilities and employment opportunities which exist within Papworth Everard are all reflective of its designation as a Minor Rural Centre. Where people do need to travel out of the village, access to an established bus service which provides connections from the village to Cambourne, St Neots, Cambridge, Huntingdon and St Ives. The main bus route is provided by the X3 bus. While this service currently provides an hourly service, there are gaps in the timetable during the AM and PM peak hour. As a result it is very difficult for residents of Papworth to utilise this as a commuter service. It was therefore agreed with the operator during the consideration of the previous applications on the site that the development would deliver enhancements to the service to provide additional services in the AM and PM peak hours. In addition to the above, Cambridgeshire County Council are seeking to deliver a cycle and pedestrian link from Papworth to Cambourne. It is the County Council’s intention to deliver a 2m wide cycle path along the eastern side of the A1198 to provide a link between the existing cycle path located north of the A1198/A428 junction, and the existing footpath network at the southern point of Papworth. The County’s programme for delivering this connection are not known at this time, it was however agreed that the previous applications would contribute towards the delivery of this link. When delivered, it will provide a direct cycle link to Cambourne and all of the facilities provided within it.

The Local Plan is an opportunity to introduce policies that prioritise travel by those more sustainable modes of transport. This requires a step-change in thought and would mean allowing development to be presented in a way that does not provide assessments based on predict and provide moving to a decide and provide methodology. This means ensuring that highway capacity and car driver convenience is not the ultimate measure of whether development is seen as acceptable in transport terms. The Local Plan should support development that is well connected to existing and planned transport corridors, and those that support active and shared travel. It should support initiatives that prioritise non-car modes which may come at the expense of car driver convenience. Support should be given to innovation in mobility and recognising development actively promoting such initiatives as a direct means towards the end goal of reducing car use. The Local Plan should ensure development embeds walking and cycling infrastructure as a first priority over infrastructure for vehicles. It should prioritise development that is located in close proximity to existing communities to reduce the need to travel and embrace changes in technology as a way of changing and influencing mobility. Fundamentally strategic growth should be located where there is existing and planned infrastructure. Cambridge Science Park North is located in close proximity to Cambridge North Railway Station and the existing Guided Busway. Planned infrastructure improvements including pedestrian and cycle improvements to Mere Way and a new rapid transit corridor to Waterbeach are already in the development phase. Cambridge Science Park North will be located within 6km of a planned additional 43,600 new homes up to 2031. Locating potential employment to serve these residents, within active and sustainable transport routes is essential. Cambridge Science Park and Cambridge Science Park North will be promoting a move away from reliance on single occupant car use. Indeed, a legal agreement has been entered into capping the number of parking spaces on Cambridge Science Park, and Trinity College Cambridge are committing to no net increase in parking. The focus will be on providing access to work primarily by walking, cycling and the existing and planned public transport routes will be coupled with a move to consolidate parking to one location within the site for those that have to drive. Cambridge Science Park North will be planned from the outset as a car free environment within the core site with a limited amount of car parking provided in a consolidated location, remote from buildings with a single access from Butts Lane. The site is capable of being a private car free environment due to the its well-connected location and existing and planned infrastructure in close proximity to the site. The development will include several measures and initiatives which will encourage a move away from private car use and a move towards sustainable mobility. A Mobility Hub will provide a focal point for onward travel, including cycling and buses and innovative solutions including autonomous pods, micro-mobility and personal light electric vehicle (PLEV) mobility options. Where car parking is provided, it will be managed, prioritising carpooling, car sharing and electric vehicles. The single remote parking facility can be future proofed for its use to be changed as demand for parking decreases over time. At Cambridge Science Park and Cambridge Science Park North, parking will no longer be a function of floorspace or number of employees and will not be a facility designed to accommodate unfettered demand. By removing significant vehicle movements from the core site, an environment that encourages walking and cycling can be provided. Some servicing within the core area will still be possible but access will be designed around the movement of people rather than vehicles. Community Concierge will be set at the Mobility Hub to actively manage mobility and encourage sustainable modes of transport amongst employees. More general deliveries may be managed from a micro-consolidation centre outside of the core area with deliveries to individual buildings made by ground drones, airborne drones, cargo bike and simple human pick up. Automated vehicle pods providing onward connections from parking areas through to buildings and the potential to connect through to Cambridge Regional College and existing Cambridge Science Park.

This can principally be achieved through locating new development in locations which have good access to sustainable modes of transport. New development should be located to take advantage of existing or planned transport infrastructure and should be designed in a manner which encourages the take up of active modes of travel. A location such as Linton is now able to more strongly encourage future residents to use sustainable modes of travel and ensure that trips made by private vehicles are minimised. Many village services are available within walking/ cycling distance of the site and public transport options are available from Linton to Cambridge, Haverhill and further afield; hence the proposal for a Rural Travel Hub to the south edge of Linton. There are significant committed funds to improve the A1307 corridor and provide for better sustainable travel infrastructure; something that should underpin the location for new development along transport corridors.