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?

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 promoted site at land north of Oakington Road in Cottenham would be accessible by walking, cycling and public transport to the services and facilities within the village. Cottenham is connected to Cambridge by frequent bus services. There is a shared use path between Cottenham and Histon. Therefore, the promoted site is sustainable in transport terms, and for this reason it should be allocated in the emerging GCLP.

2.51 Realistically public transport networks are only likely to be viable in our main urban areas and between principal centres. Even within the period to 2040, there is unlikely to be a radical shift away from private transport especially in wealthier areas – unless government takes significant national action in this regard. 2.52 Government policy is focused on reducing the pollutant impacts of private transport and not on eliminating or indeed significantly altering access to or use of private vehicles. 2.53 Planning policy should therefore address the shift in form rather than a shift in mode – which has not been achieved over the past 20 years. It should focus on making EVs a practical means of travel for all of the motoring population and ensuring that new homes have access to charging facilities on or off curtilage, and that destination chargers are widespread. The Council needs to focus on ensuring that such provisions are made and to working with the utility providers to make sure that there is electrical capacity to meet these objectives.

7.1 One key method of ensuring a modal shift towards sustainable transport use is to encourage residential opportunities adjacent to employment. This ensures that people can cycle or walk the short distances from home to employment. 7.2 This is particularly relevant with regard development in the Innovation Corridor to the south of Cambridge. There is no large conurbation in close proximity and therefore there is significant in-migration. The demand for housing in close proximity is emphasised by the recent resolution to grant 1,500 dwellings as part of the Wellcome Trust expansion at Hinxton. 7.3 Further development in the Innovation Corridor, such as at the Wellcome Trust and the SmithsonHill site will continue to attract a large working population to the area. Given the location of these employment hubs, the Site provides much needed land to further support these uses. The Innovation Corridor has a series of objectives in place to encourage sustainable travel. 7.4 Sustainability of the Corridor can be further enhanced by increasing residential/employment development in the vicinity. The Site north of Hinxton Grange would provide additional land to be utilised to provide such housing and thus reduce reliance on the motor vehicle, and would be attractive for employees in the vicinity. This will also assist the greater Cambridge Authority in meeting their aims for meeting climate change goals and moving towards zero carbon development.

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 to the north of Station Road 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. It is a site located in a highly accessible area and its development can achieve a reduction in car parking in a city centre location. Further detail is provided in Section 2 of these representations and in the supporting Sustainable Transport Appraisal prepared by Vectos.

• Locating new development in settlements that already benefit from a high level of connectivity by non-car modes; along public transport corridors and identified routes for the CAM and East-West Rail hubs. • Integrated approach to development including new homes, access to open space, walking and cycling routes, local facilitie

2.66 We would consider that the allocation of the Comberton site would encourage a shift away from car use to sustainable modes of transport. 2.67 As previously set out the location of new housing development at Comberton can take advantage of the proposed Greenway provision and local bus services with positive implications for air quality by encouraging commuting by cycle and public transport. 2.68 We have set out earlier that development should be located in locations such as Comberton where it can take advantage of the investment into sustainable infrastructure such as the Greenway. 2.69 Comberton also benefits from a good range of local services and facilities including a Sixth Form College and the Concept Plan demonstrates a highly permeable development with good links to these facilities including enhancement to Branch Road and Long Road. This should limit short car journeys, for example the Primary School is immediately south of the site. 2.70 The Services and Facilities Study 2014 which formed part of the previous evidence base for the current South Cambridgeshire Local Plan summarises the following good range of facilities with the village which are within walking and cycling distance of our site:- • Regular Bus Service; • Comberton-Cambridge Unsegregated Pavement Cycle Route; • Secondary School & Sixth Form; • Primary School; • Comberton Surgery; • Library; • Mobile Library; • Butcher; • Village Store & Post Office; • Community Pavilion; • Play Group; • Dentist; • Florist; • Hairdressers; • Lamps and Light Store; • Chartered Accountants; • Garage; • Garden Nursery; • Public House; • Solicitors; • Village Hall & Community Centre; • Comberton Leisure including all weather football pitch, Badminton Courts, Dance Studio, Fitness Suite, Gymnasiums and Tennis Courts; • Recreation Ground with ‘LEAP’ play area, football pitch (including extended area); cricket pitch, bowling green, tennis courts and skate park; • Small areas of informal open space; and • 2 sets of allotments. 2.71 In addition, in discussions with potential retirement village operators, it is common for residents to be served by electric vehicles for trips. We would also anticipate new development to incorporate EV vehicle charging points, as well as provision of a dedicated EV car-sharing car club space for public use. 2.72 Both the Vision Document and the Transport Review submitted with these representations demonstrate the ability for access to a range of services and facilities, together with the ability to link into the Greenway by alternative to the private car. It should, however, be noted that safe vehicular access with the required visibility splays can be delivered and there is sufficient local highway capacity as set out in the Transport Review.

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 previous planning application that was submitted for Land South of Milton Road, Impington included significant improvements to pedestrian and cycle connectivity to the site. These would increase the sustainability of the site and encourage a shift away from car use for users and the Community Park and future residents of the proposed dwellings. This would also encourage active modes of travel contributing to promoting healthy lifestyles. Histon and Impington are also in a sustainable location with a number of different travel options available to residents. There are good existing cycle links into Cambridge with a journey time form Impington to Central Cambridge of approximately 20 minutes. There is a shared-use footway/cycleway along the entire length of Milton Road, to the north of the Land South of Milton Road, Impington site, providing access to the Milton Road Park and Ride to the east. The shared-use footway/cycleway adjacent to the Guided Busway can be accessed via the oncarriageway cycle route along New Road, to the east of the site, which connects to the National Cycleway on Bridge Road. Histon and Impington also benefits from regular bus services to destinations including: Cambridge, Cottenham, Ely, Milton and Milton Park and Ride. Cambridge North Railway Station is located approximately 5km south-east. Access to Cambridge North Railway Station can be achieved via bus services A and N that operate along the Guided Busway. Alternatively, the station is highly accessible for cyclist via the shared use footway/cycleway which extends east along the Guided Busway, with journey times of approximately 16 minutes. Services to London Kings Cross operate every 30 minutes and facilitate access to a number of destinations including Letchworth Garden City, Stevenage and Welwyn Garden City. Services to London Liverpool Street and Norwich operate hourly. The service to London Liverpool Street provides access to destinations in Bishops Stortford, Harlow and Cheshunt. The service to Norwich facilitates access to Ely and Thetford. The rail services towards London from Cambridge North Railway Station also provide access to Cambridge Railway Station where services can be boarded toward Birmingham, Stansted Airport, Kings Lynn and Ipswich. There are, therefore, a number of existing options within Histon and Impington that encourage the use of more sustainable travel modes. This increases the sustainability credentials of the settlement and highlights its importance in supporting future sustainable development within Greater Cambride

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. Foxton has a railway station which connects the village to the surrounding towns and cities including Cambridge, Hitchin, Stevenage and London, and is on bus routes with services to Royston, Melbourn, Trumpington and Cambridge. The Greater Cambridge Partnership has proposed two transport improvement projects in Foxton, which are the Foxton Rural Travel Hub and the Melbourn Greenway, which would deliver new walking and cycling routes and facilities. The Greater Cambridge Partnership also identifies the closure of Foxton Level Crossing and replacement with a railway bridge/underpass as a potential future transport project. The promoted development at land off Shepreth Road in Foxton would be accessible to the services and facilities within the village by walking and cycling, and it is well related to the bus stops. Therefore, the promoted site is sustainable in transport terms, and for this reason it should be allocated in the emerging GCLP.

3.32 As reflected in the NPPF (2019) and 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. 3.33 Considering this, medium sized sites appear to be more in keeping with the objectives of the Greater Cambridge Local Plan, as well as national policy. Although, it is important to recognise how a mix of large, medium and small sites can contribute to a sustainable and varied housing supply.

7.1 The NPPF 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.” 7.2 The NPPF also advocates the advantages of planning new settlements by: “Considering opportunities provided by existing or planned transport improvements (such as public transport stops) when determining where future development should take place”, “Assessing how potential development sites could provide new opportunities for transport infrastructure improvements” and “By locating new homes and jobs which have easy access to reliable sustainable transport modes.” 7.3 The Local Plan needs 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.

26. As reflected in the NPPF (2019) and 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.

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 to the north of Main Street, Shudy Camps is ideally located to encourage future residents to use sustainable modes of travel and ensure that trips made by private vehicles are minimised. Haverhill, with its range of services and facilities, lies approximately 3.5km from Shudy Camps and can be accessed by bus services with stops located within close proximity to the site. There are existing bus stops along Main Street and the proposals can deliver new footpaths and crossing points to these existing bus stops to improve accessibility for new and existing residents. Future development proposals could also contribute to upgrading the quality of these stops, for example providing boards displaying real time information

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 to the west of Mill Street, Gamlingay is well located to encourage future residents to use sustainable modes of travel and ensure that trips made by private vehicles are minimised. Gamlingay High Street, with its range of services and facilities, is located approximately 500m to the north of 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. Pedestrian links are proposed to the east, north and west of the site, providing enhanced connectivity for new residents to access the village centre and green spaces within the village. 7.3 There are existing bus stops within close proximity to the site, with services available to Cambridge, Hitchin, Royston and St Neots. Future development proposals could contribute to the upgrading of these stops and their accessibility. Furthermore, Gamlingay is also within close proximity to the selected route for the proposed east west rail, providing the opportunity to deliver homes near planned strategic public transport infrastructure.

6.1 Creating a modal shift in transport use away from the car will require a significant number of factors working together. The Local Plan has the ability to bring together some of these facets and ensure that, when considered together, the result of developments will likely see less vehicle journeys and an increase use of public transport. 6.2 A key factor is the location of development. Cambridge has a large employment base and significant levels of services and facilities. It suffers from significant congestion at peak times due to daily trips undertaken. Development in close proximity to Cambridge, by their nature, will reduce the length of journeys to the City, as well as provide alternative transport modes such as public transport and existing cycle/footpath networks. 6.3 The Cambridge Green Belt will restrict the potential for strategic development in close proximity to the City. However, small and medium sized extensions to villages such as Coton will enable some smaller scale development to be delivered early in the plan process. As highlighted elsewhere in these representations, Coton has good cycle and pedestrian links into Cambridge, thus encouraging sustainable modes of transport. 6.4 As well as proximity, development must be located in a location where there are appropriate transport options. Future residents of Coton will benefit from the new Metro route between Cambridge and Cambourne, and the Comberton Greenway improvements. 6.5 Further comments as to the appropriateness of development along transport corridors is provided in question 48 below.

Incorporating and planning development around sustainable transport links and encouraging walking and cycling, including through ensuring residents can access key services and facilities by walking, cycling or public transport will facilitate a shift away from car use. Only development of the scale of the proposal at Six Mile Bottom will allow for meaningful Masterplanning with a full range of stakeholders and infrastructure provision which will allow for the planned integration of infrastructure with job and homes. Unique to the proposal is that the railway line linking Cambridge with Newmarket runs through the Site. The railway station at Six Mile Bottom closed in 1967 and the nearest station is Dullingham, three miles to the north east. The proposal includes a new station serving the new community at Six Mile Bottom which will provide sustainable east-west rail transport connection reducing car dependency. The proposal would also offer the potential for the extension of a CAM Metro connection. The opportunity for improvements to the railway line to support the Governments endorsed growth in the region is recognised in the Cambridgeshire Corridor Study (Network Rail, Railway investment choices). The proposal will build upon regional rail priorities and objectives. The Six Mile Bottom Estate is near the A11, providing access south towards the M11, Stansted and London, and the A14, providing access north towards Norwich, east towards Ipswich. Development of the scale proposed would enable Junction improvements to connect the A11 and A14 routes more effectively to the Site. While a range of infrastructure proposals relating to rail and road improvements are identified, the opportunity to internalise jobs and homes, and ensuring residents can access key services and facilities by walking, cycling or public transport will facilitate a shift away from car use is central to the proposal at Six Mile Bottom.

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 promoted site at land off Station Road in Willingham is accessible by walking, cycling and public transport to the services and facilities within the village. As shown on the updated Illustrative Masterplan the promoted development includes access routes through the site to connect it with neighbouring uses and with the village. The Cambridge Guided Busway is to the south of Willingham, and Greater Cambridge Partnership has proposed a greenway along Station Road to improve and upgrade the cycle route from the village to the busway. 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.

• The Local Plan is limited in how it can address this issue. For example, it does not cover transport nor can it propose congestion alleviating measures. We feel that this should be made clearer so that people are not misled about what the plan can achieve or influence. • New developments should be required to provide sufficient secure cycle parking for every occupant of the dwelling. For example, a standard family house should have sufficient space for at least 4 cycles. The cycle storage needs to be large enough to accommodate a cargo bike or trailer to transport children, especially if new developments are too far to walk to school but within easy cycle distance. • New developments should be required to be laid out in ways which prioritise walking and cycling and public transport. Too often developments are laid out for cars and then walking, cycling and public transport are made to work around this layout. This nearly always results in a development that works well for cars but not for other modes of transport. Also see our answer to Q19. • Many Transport Plans created by developers tick all the boxes but do not deliver. What evaluation is carried out of these plans to assess whether they are successful? Can lessons be learnt about what works and what does not? If we know what fails then future Transport Plans would need to find alternative solutions rather than being able to repeat past failures. • It is now well researched that once a person’s commuting and travel behaviour is established it is very difficult to persuade them to change, so we would like to see more targeted effort go into working with new households during the first few weeks of their occupation - to motivate and support them to use more sustainable modes of transport. For example, cycle buddying.

Greater Cambridge Councils should ensure that existing rail lines are providing maximum commuter rail capacity, and should also ensure the potential of all existing rail lines in and out of Cambridge benefit from increased access to Cambridge Biomedical Campus via Cambridge South Station - through direct services or interchange at Cambridge or Cambridge North Stations. Increased capacity at Cambridge Station and the Ely area junctions should be delivered to support greater use of sustainable modes.

Paragraph 4.7.2 of the Issues and Options Paper states the following: “Government-led plans for a new rail line linking Oxford to Cambridge include a station at either Bassingbourn or Cambourne. The choice of route, expected soon, could significantly influence future growth patterns in Greater Cambridge, while the rail line itself will have major environmental implications for South Cambridgeshire's communities. In particular, the Councils are lobbying the East West Rail Company for the project to achieve biodiversity and wider environmental net gain. The Councils are also involved in a project to improve rail services between Cambridge and the east.” The preferred route option has now been identified with a new station proposed at Cambourne. EWR will be a new, environmentally sustainable way to travel across the region. We know how important it is that the railway is constructed, operated and maintained in an environmentally responsible way that minimises negative environmental impacts and in fact realises opportunities for improvement. We aim to become a net-zero carbon railway and are committed to achieving biodiversity net gain. We are looking at ways to advance low carbon design and green energy to power our trains. Recommendations 1. EWR works with the combined authority to share our nine environmental principles. 2. In answer to the question 37, it is recommended that the combined authority explicitly supports the delivery of EWR as a key driver of sustainable travel.

• 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 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. • 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 (Parkin, 2018). • 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 (Parkin, 2018). • 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 minor roads. • Cycle routes must be ubiquitous, continuous, high-quality, safe, convenient, legible and fully accessible to people of all abilities (Wheels for Wellbeing, 2019). • 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. Redeveloped sites should be reducing car traffic compared to their previous use. • 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. • All national rail routes, rural bus routes, the Busway, and the future Metro, should include some services that can carry bicycles along with passengers. There should be ways for people with adapted cycles to take their mobility aid on public transport. • 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. “A comparison of residential development around Oxford, showed that new housing located near a motorway junction had higher car use than estates with good bus or train links. Subsequent work showed that all of these estates outside of Oxford have in fact generated higher car use than a new estate built on brownfield land within Oxford itself (53% of trips were by car for the infill estate, compared with an average of 82% for the estates outside the town).” (Taylor, 2011) “[Our] findings indicate that the partially-implemented London mini-Hollands programme has been effective in increasing active travel and improving perceptions of the local environment.” (Aldred, 2019) “[By] far, the most popular mode of travel for trips made within the city is cycling. The majority of Houten residents travel to the grocery store (53%), conduct other shopping (70%), run service related errands like visiting the bank or barber (79%) and visit friends and family in Houten (79%) by bike or on foot. [...] Overall, more than half of all trips made by Houten residents (55%) are made by non-motorized modes of travel, which is higher than for the city of Zeist (43%) and Milton Keynes (20%). Further, higher proportions of trips made by Milton Keynes (70%) and Zeist residents (46%) are by car than for the city of Houten (34%). A further study found that 42% of trips shorter than 7.5 kilometers in Houten are made by bike, and around 21% by foot.” (Foletta, 2014) “Street layout and design standards should focus on 20mph maximum speeds, ‘home zone’ street design and a network of safe, convenient and attractive routes for cycling and pedestrians.” (Campaign for Better Transport, 2019) “Turning streets from vehicle dominant to pedestrian and cycle friendly spaces involves slowing vehicle speeds (through design), designing parking to avoid conflicts, introducing cycle infrastructure and high quality pavements, and providing attractive street spaces with sufficient street furniture for rest and relaxation.” (Carmona, 2020) Evidence for our response to Question 37. • Parkin, John (2018). Designing for Cycle Traffic. Institute of Civil Engineers Publishing. • Dales, John and Jones, Phil (2014). International Cycling Infrastructure: Best Practice Study. Report for Transport for London. • CROW (1996–2017). The Design Manual for Bicycle Traffic. CROW-Fietsberaad. Ede, Nederland. • Wheels for Wellbeing (2019). A Guide to Inclusive Cycling. 3rd Edition. • Taylor, Ian and Sloman, Lynn (2011). Thriving cities: integrated land use and transport planning. • Cambridge City Council (2009). Review of the Orchard Park Development and Lessons to be Learnt for Future Major Developments. • Aldred, Rachel et al (2019). Impacts of an active travel intervention with a cycling focus in a suburban context. Transportation Research Part A 123. • Foletta, Nicole (2014). Case Study: Houten. ITDP Europe. • Campaign for Better Transport (2015). Getting there: How sustainable transport can support new development. • Carmona, Matthew, et al (2020). A Housing Design Audit for England. Place Alliance.

A safe route to School, Work and other nearby facilities by car and bicycle are essential. Secure parking for bicycles is also essential. Regarding public transport, this needs to be an attractive alternative both financially and for comfort to the car. It also needs to be recognised that for some people, the car will be the only choice (e.g. mobility issues and Agoraphobia) which must be accepted so these people are not discriminated against. Businesses should also be encouraged to set up near potential employment areas to avoid long journeys and encourage walking and cycling. Developers needed to provide safe access to a new school in our Parish (Buxhall Farm) This required the creation of pathways and cycle paths so children can get to school without parents driving. This involved a lot of discussions but should have been in place at design stage. Safe walking paths are certainly required for Children and Dog walkers also.

• This may be outside the abilities of the two councils to provide, but we need more frequent, more reliable, and cheaper public transport. A single ticket from Fulbourn to Cambridge is £3.40. Recent visits have shown that a bus ticket in Rome costs just 1.5 Euros, while in Nice a book of ten tickets can be had for 10 Euros. There is no limit on the length of journey, and connections to other services can be made within 100 minutes in Rome or 75 minutes in Nice. Is it really impossible in Cambridge? • Although claiming to be the cycling capital of the UK, the cycling infrastructure is still, in many places, very poor, especially towards the edge of Cambridge and out to the villages. The cycle path/shared pavement surfaces are often bumpy, insufficiently wide, and with difficult junctions, resulting in a slow ride. Past improvements are very welcome, but are still located in relatively short stretches – longer journeys of more than a few miles (or less) usually encounter a wide variety of unsuitable surfaces and junctions. The present infrastructure is unlikely to tempt other than committed, regular cyclists to venture out. • Ample, covered, safe cycle storage at dwellings must be provided. A three bedroom house could have four or five people living there. Space for five cycles (easily accessible) should be the norm for such a house, including proper access for cargo bikes. If one or two spaces are not used, then residents will always find a good use for them. You must make it easy for people to make the decision to use a bike. • Recently, in Fulbourn, planning approval was given for a housing scheme with storage levels well below this. For example, first floor one-bedroom flats were approved with space for just one bike which was, amazingly, located in the ground floor hallway of the stair. Policies should be written that enable officers to refuse such applications.

Yes. ECC recommend that in designing development consideration is given to the following points. • Active travel is considered to ensure that walking and cycling are viewed as realistic alternatives to the private car (including the electric car); • Mixed use development is promoted, and future housing growth is supported by adequate employment; • Robust evidence is produced to ensure that high quality public transportation is provided within future areas of growth; and • Transportation schemes should go beyond the county boundary. ECC would welcome joint working to support connectively to and from Cambridgeshire.

1.43 Public transport is only one part of the solution and for some the infrequency of services is a constraint to its use. Whilst cycling and walking also have their limitations there is clearly merit on focussing growth in where new residents can walk and cycle to facilities and services as well as being able to cycle to higher order settlements, specifically Cambridge, to meet they employment and wider recreational needs. 1.44 As a result of the Greater Cambridge Partnership’s greenway proposals Comberton will soon benefit from greater connectivity with Cambridge as a result of an enhanced pedestrian and cycle route, which is proposed to run alongside Long Road to the east of the site. This greater connectivity by sustainable modes of transport adds further weight to the development of our clients’ site, where new homes could be accommodated in one of the District’s most sustainable rural settlements.

1.41 Public transport is only one part of the solution and for some the infrequency of services is a constraint to its use. Whilst cycling and walking also have their limitations there is clearly merit on focussing growth where new residents can walk and cycle to facilities and services as well as being able to cycle to higher order settlements, specifically Cambridge, to meet they employment and wider recreational needs. 1.42 As a result of the Greater Cambridge Partnership’s greenway proposals Comberton will soon benefit from enhanced cycle connectivity with Cambridge. This improved connectivity adds further weight to the development of our client’s sites at Bennell Farm where development has already been permitted due to the sustainability of the site.

• Bring in a congestion charge in Cambridge for cars (five free journeys into Cambridge per month, then a fee based on how polluting your car is). Use the proceeds for this to fund a free, accessible bus network. A carrot and stick approach to reducing emissions and providing fair and free public transport. https://www.theguardian.com/cities/2018/oct/15/i-leave-the-car-at-home-how-free-buses-are-revolutionising-one-french-city https://www.france24.com/en/20190831-france-dunkirk-free-transportation-bus-success-climate-cities • 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.

The Issues and Options report identifies the ability for national infrastructure such as East West Rail to deliver improvements to road congestion. The announcement of the route for East West Rail, with a proposed rail station at Cambourne, means that there is huge potential to reduce traffic on the local road network. Initial work that MGH has carried out shows that, by growing Cambourne to a size that supports additional community infrastructure and employment, the number of out-commuting trips by car to nearby locations including Cambridge can be substantially reduced. If trips by car are reduced further through the provision of both East West Rail and the CAM, there is potential to deliver more than 5,000 homes at North Cambourne without any increase in road traffic.* *See calculations shown in the MGH Vision for North Cambourne, submitted under separate cover

Lolworth Developments Ltd (LDL) has submitted a 100ha employment site proposal to the 'Call for Sites' consultation in March 2019. LDL has submitted further supporting evidence as to why the site is the best location to serve the area and the 'final mile' into Cambridge. See Strategic Case Report and Vision Document submitted under Q2. LDL's proposal for Bar Hill will deliver a 100ha logistics based development for the 'last mile' in and out of Cambridge, to not encourage but rather administer the delivery and collection of packages and goods via a local delivery hub thus ensuring a sustainable future using electric vehicles to do this. LDL is committed to implementing innovations in new technology in all facets and the proposal which will include ease of access by public transport, cycling and walking to and from the site with emphasis on the health and wellbeing benefits for the users and visitors to the site in the provision of walkways, gym, meeting places and enhanced natural features (trees, water, education centre, café etc). Summary Lolworth Developments Ltd's (LDL) proposal for 100ha employment east of Bar Hill will deliver the best site for logistics based employment use to serve the 'last mile' in and out of Cambridge. LDL's proposal for Bar Hill will deliver a 100ha logistics based development for the 'last mile' in and out of Cambridge, to not encourage but rather administer the delivery and collection of packages and goods with a local delivery hub ensuring a sustainable future using electric vehicles to do this. LDL is committed to implementing innovations in new technology in all facets and the proposal which will include ease of access by public transport, cycling and walking to and from the site with emphasis on the health and wellbeing benefits for the users and visitor to the site in the provision of walkways, gym, meeting places and enhanced natural features (trees, water, education centre, café etc). Summary of Comments: Please see Summary above.

The Councils’ should consider opportunities provided by existing or planned transport improvements when determining where future development should take place, as well as assessing how potential development sites could provide new opportunities for transport infrastructure improvements. Thakeham request that the Councils’ assess potential sites based on planned transport improvements as well as what new opportunities exist for transport infrastructure improvements. Thakeham is also of the view that the Councils’ should review sites based on the credentials of the developer, and work with climate-focused developers to deliver high quality, sustainable developments. Thakeham prioritise sustainable transport (pedestrian and cycle routes) within all our site layouts, and as an infrastructure-led developer also deliver infrastructure early in our development programme.

Lolworth Developments Ltd (LDL) has submitted a 100ha employment site proposal to the 'Call for Sites' consultation in March 2019. LDL has submitted further supporting evidence as to why the site is the best location to serve the area and the 'final mile' into Cambridge. See Strategic Case Report and Vision Document submitted under Q2. LDL's proposal for Bar Hill will deliver a 100ha logistics based development for the 'last mile' in and out of Cambridge, to not encourage but rather administer the delivery and collection of packages and goods via a local delivery hub thus ensuring a sustainable future using electric vehicles to do this. LDL is committed to implementing innovations in new technology in all facets and the proposal which will include ease of access by public transport, cycling and walking to and from the site with emphasis on the health and wellbeing benefits for the users and visitors to the site in the provision of walkways, gym, meeting places and enhanced natural features (trees, water, education centre, café etc). Summary Lolworth Developments Ltd's (LDL) proposal for 100ha employment east of Bar Hill will deliver the best site for logistics based employment use to serve the 'last mile' in and out of Cambridge. LDL's proposal for Bar Hill will deliver a 100ha logistics based development for the 'last mile' in and out of Cambridge, to not encourage but rather administer the delivery and collection of packages and goods with a local delivery hub ensuring a sustainable future using electric vehicles to do this. LDL is committed to implementing innovations in new technology in all facets and the proposal which will include ease of access by public transport, cycling and walking to and from the site with emphasis on the health and wellbeing benefits for the users and visitor to the site in the provision of walkways, gym, meeting places and enhanced natural features (trees, water, education centre, café etc). Summary of Comments: Please see summary above.