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?

4.1 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. Ideally a large proportion of these journeys could be undertaken on foot or by bicycle, as they are the most sustainable means of travel, whilst also positive on health and well-being. Key employment nodes such as the City Centre and the Science and Business Park should be highly accessible to many homes by bicycle and walking. 4.2 A key factor in making that possible is the location of development. Cambridge has a large employment base and significant levels of services and facilities located in the City Centre, but in other key locations such as close to Cambridge North – the Business Park and the Science Park. It suffers from significant congestion at peak times due to daily trips undertaken to these locations by car. As such promoting development in close proximity to Cambridge, will reduce the length of journeys to the City and make many of them possible by walking and cycling, particularly where enhancements can be made to the existing cycle/footpath networks. 4.3 The Cambridge Green Belt restricts the potential for strategic development near the City. However, small and medium sized extensions to villages such as Impington, Hardwick etc. particularly those that are closest in proximity to key areas of activity – such as the Science Park and Business Parks, would allow highly sustainable – and arguably the lowest carbon footprint developments to be delivered early in the plan process. 4.4 As well as proximity, development must be located where there are appropriate transport options. Promoting growth and development along public transport along corridors where existing and enhanced levels of public transport can be provided – i.e. the guided bus way and proposed Cambridge Autonomous Metro is also a highly sustainable solution which should be prioritised when determining where growth should be accommodated. 4.5 Further comments as to the appropriateness of development along transport corridors is provided in question 48 below.

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 78 of the NPPF states that "to promote sustainable development in rural areas, housing should be located where it will enhance or maintain the vitality of rural communities. Planning policies should identify opportunities for villages to grow and thrive, especially where this will support local services." For example, land at Park Street, Dry Drayton, which we are promoting for allocation, would provide additional population to support the existing bus service through the village, contributing to its viablility and longevity. In this regard, the allocation of the site would benefit the whole community in terms of the availability of alternative transport modes. Additionally, the increased population would result in the support of services and facilities within the village, such as the village hall, school and pub which, along with the proposed public open space, will reduce some of the need to travel by whole community.

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 at Beach 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.

Have a series of travel hubs. Make public transport affordable, provide safe cycle and pedestrian routes. Acknowledge and make provision for disabled people who cannot use public transport.

This can principally be achieved through locating new development in locations which have good access to sustainable modes of transport and services and facilities. 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. Land off Beach Road, Cottenham is well located to encourage future residents to use sustainable modes of travel and ensure that trips made by private vehicles are minimised. The village centre of Cottenham, with its range of services and facilities, is located approximately 800m to the north-west of the Site. Future residents would not be reliant on the private car to meet their daily needs. A number of bus services operate through the village providing public transport to Cambridge, Longstanton and Waterbeach. The Citi 8 bus provides a regular service to the city centre. A dedicated cycle way/footpath runs the length of the B1049 between Cottenham and Histon and Impington, where this route connects into the strategic cycle network on Histon Road to the south of the A14. Future development proposals could also contribute to the upgrading of, or delivery of new, transport infrastructure.

4.91 The Local Plan must consider how new development facilitates a shift towards decreasing car use and increased use of sustainable transport. New development sites should provide opportunities for access by public transport, and such provision should be in place from occupation of the development, therefore allowing a sustainable travel culture to develop from the start. Workplace culture also plays a large part in promoting sustainable modes of transport, which is why occupier led Travel Plans should be required for all new development.

As set out in the NPPF, the supply of large numbers of new homes can often be best achieved through planning for large scale development, provided that this development is supported by the necessary infrastructure. In order to ensure there is a genuine switch from car use towards sustainable modes of transport, new development must be supported by convenient, regular and affordable public transport, as well as safe and accessible pedestrian / cycle links. Marshall recognise that, in order to maximise the scale of the opportunity at New East Cambridge in the long-term, full consideration needs to be given to the Site’s connectivity and accessibility, so that the Site integrates with the wider Greater Cambridge transport network and thus can interact with the city as a whole. Development at the scale envisaged for Cambridge East would create the opportunity for – and indeed demand – a highquality rapid transit link, which could be brought forward as the first phase of the Combined Authorities’ ‘Cambridge Autonomous Metro’ (CAM) network. It is recognised by the planning and transport authorities that the city of Cambridge now needs to look at contemporary forms of transit system to support further development in and around Cambridge, and the development of the CAM is the subject of ongoing studies. Marshall is also working with the Greater Cambridge Partnership to inform the Eastern Access Study, which is seeking to improve public transport connectivity to the east of the City. In addition to public transport links, Cambridge East is sustainably located within close proximity to the city centre, such that there is ample opportunity to provide pedestrian links and cycleways that connect the site to the city centre.

8.1 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. 8.2 Gas Field, Madingley Road is well located for access to public transport connections. Madingley Road Park and Ride is adjacent to the site and offers regular bus services into Cambridge. There are also two bus stops adjacent to the site on Madingley Road (services 8, Citi 4, H X3) offering regular services into and out of Cambridge. Junction 13 of the M11 is also next to the site. 8.3 Land at the Gas Field, Madingley Road is an ideal example of a site that has the opportunity to accommodate additional growth and encourage a shift away from car use and towards more sustainable modes of transport due to its connections to public transport access and walking and cycling connections.

Consider the retention and provision of employment space close to or within towns and villages to help reduce commuting. Encourage town and village service providers, shops, pubs and Post Offices. Provide high quality public transport at the lowest possible cost. Learn from the most effective public transport providers in this country in some of our northern cities. More investment is needed in public transport, more frequent and reliable services, better and more direct intra-Urban services. Look to introduce demand management strategies. Continue to create safer cycling and walking routes with joined-up and segregated cycle routes, for example in as is done in the Netherlands. Make better use of technology to encourage car sharing and on-demand public transport as is done in some cities in the USA. Ensure better strategic coordination of public transport such as how E-W Rail will integrate with proposed development options and look to support the last mile via public transport and cycling/ walking.

Q36 – Q38 Infrastructure and sustainable travel. The Local Plan should ensure that infrastructure is capable of supporting new development and that it contributes towards net zero carbon and doubling nature targets. As already mentioned a more sustainable transport network is required to reduce reliance on car travel in order to improve air quality, people’s health, biodiversity and to slow down climate change. We are aware that Greater Cambridge Partnership (GCP) is developing a number of transport schemes to improve sustainable travel in the area and the Combined Authority is preparing a Local Transport Plan including plans for a Cambridge Autonomous Metro (CAM) to build on the work of the GCP by linking destinations across Cambridge and beyond. Several rail schemes are being developed which are likely to influence the location of new development including the East West Rail Link, with a new station at Cambourne, and a new station planned for Addenbrookes. We welcome that the Councils are lobbying the East West Rail Company for the project to achieve biodiversity and wider environmental net gain. Wider Ox-Cam Arch projects include the A428 Black Cat to Caxton Gibbet Improvement Scheme. Our advice is that any new development should avoid impacts to the natural environment and should take a partnership approach to delivering strategic enhancements. Infrastructure such as waste water treatment facilities should be sited in the most sustainable locations, prioritising avoidance of impacts to the natural environment, and delivery of significant environmental enhancements including BNG.

6.1 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. 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. “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 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. 6.4 Kett House and 10 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. Cambridge train station is located approximately 300 metres to the east of the site.

- We have previously responded to South Cambs, the County and the City about transport related consultations. A few summary points are listed below. - More use should be made of the Annual Travel to Work Surveys to judge what is happening in different areas and to investigate through specific questions on this very point. We have been able to see reports for the TP+ area in north Cambridge. Members of our community working in the Station Road area have completed similar questionnaires although we have not seen reports similar to the TP+ analysis. - The TP+ area has reported low (<5%) use of the railway for Travel to Work in the first two years that Cambridge North was open; the Oct 2019 report may not yet be available. Some of these trips may have been displaced from Cambridge main station. Anecdotally, cost, reliability, timeliness, availability of seating, complex ticketing arrangements over multimode journeys and the nature of the journeys from home to departure station and from workplace to destination station are said to be factors. Cost and availability of parking at stations is also a factor. - In the case of coaches, buses and the Guided Bus, although there are still many of the above factors, overall journey time is exacerbated by congestion which is in some areas in turn exacerbated by cars queuing to park. ‘Smart’ parking should be considered. - The proposed CAM system would contrast with the existing railway service pattern since the latter are currently based on through services. - We noted above that car use will be much less dependent on fossil fuels in the future. - We suggest the LDP’s contribution to mode shift might be a focus on the nature of the journeys from home and destination points to and from public transport connection points whether for work, shopping, education or recreation.

2.8 Summary Answer: Sustainable transport is not only about the provision of sustainable travel infrastructure but also the creation of sustainable movements. Sustainable growth within villages can contribute to the footfall needed to support village services and facilities, which in turn reduces the need to travel by private car. As promoted in paragraph 78 of the NPPF, sustainable development in rural areas is about locating housing where it will enhance or maintain the vitality of rural communities. Additionally, new development can contribute to sustainable transport improvements in rural areas through S106 contributions. 2.13 In responding to questions 31, 32, 37, 40, 41, 47 and 48, it is important to note that paragraph 78 of the NPPF states that to promote sustainable development in rural areas, housing should be located where it will enhance or maintain the vitality of rural communities. It goes on to promote planning policies that identify opportunities for villages to grow and thrive, especially where this will support local services. 2.14 Frameworks have been defined to take account of the present extent of the built-up area and planned development, but the level of planned development has been notably limited by the application of the settlement hierarchy (Policies S/7 - S/11 of the South Cambridgeshire Local Plan, 2018) and the principle that development can only occur within the settlement framework boundary. This is evident in the categorisation of South Cambridgeshire’s ‘Group’ or ‘Infill’ villages and the tightly drawn settlement boundaries, which have created little room for villages to grow. Examples of this are provided in the appended Barton Willmore Housing Delivery Study (2020). 2.15 Taking into account future requirements for housing land supply and housing affordability, it is clear that current settlement boundaries will need to flex in order to accommodate further growth in sustainable locations. As previously mentioned, the settlement hierarchy has defined the sustainability of each village as determinate rather than giving merit to its transformative potential through sustainable development. We are not arguing here for a removal of the settlement hierarchy, but a recalibration measured against levels of services and facilities in each settlement and potential sustainability enhancing measures such as: • Transport improvements that better connect villages to surrounding larger settlements, employment areas or service centres; • Local transport enhancements that provide more sustainable travel options to services and facilities and/or ease of access for satellite villages surrounding larger or better served settlements e.g. new footpaths/cycleways, real time bus stops; • Increasing capacity of local community facilities to better serve local needs; • Provision of new community services and facilities e.g. play areas, new business incubators; • New housing that provides different sizes, types and tenures to meet the needs of different groups in the community and supports a greater demographic mix; • Provision of much needed affordable housing; • Local employment generation; • New or enhanced access to public open space and recreation (i.e. health and wellbeing gains); and • Net gain in biodiversity and opportunities to ‘scale-up’ local green infrastructure networks. 2.16 The above factors present scope to expand village populations in a sustainable way; the degree of expansion will need to be scored against the level of existing and potential sustainability levels. Not all village settlements will be equal in this regard and therefore a scoping exercise will be required to assess each settlement and preferably define an extent of housing supply matched with new housing land allocations. 2.17 Local communities may have a particular view on the needs of their village or where growth opportunities are best located. Similar to the emerging Bedford Local Plan, housing policy could give the option to local communities to steer allocated growth through a Neighbourhood Development Plan or Neighbourhood Development Order (Regulation 16), or if one has not been submitted the Council can consider the need to allocate additional sites. 2.18 There are further benefits to consider through appropriate expansion of rural settlements. Housing sites in rural areas tend to be small to medium in size, which in turn have shorter delivery times than larger sites. Research by Nathaniel Lichfield & Partners ‘Driving housing delivery from large sites: What factors affect the build out rates of large scale housing sites’ (NLP, 2018) shows that the lead-in time for sites of less than 500 homes take 1.7-1.8 years to deliver the first dwelling after receiving detailed planning permission, whereas larger sites of 2000+ homes take much longer (2.9 years).

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 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 The proposal 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.

Summary: My client's site has excellent public transport, cycling, and pedestrian connectivity to jobs and services, and safeguards land for a railway station. Full comment: The Issues & Options document asks how should we encourage a shift away from car use and towards more sustainable modes of transport such as public transport, cycling and walking. The spatial strategy approach is a key way of encouraging shifts away from car use towards more sustainable modes of transport by focusing development in locations with good existing public transport or with potential for improved public transport - the spatial approach that is ultimately chosen will have implications for the area's ability to deliver modal shift from the private car to alternative transport modes, and consequently assist in reducing carbon emission, and create more efficient patterns of commuting. My client's site at land west of Station Road, Fulbourn is particularly well-placed to encourage shifts towards more sustainable modes. Fulbourn already benefits from excellent existing bus services to employment locations such as the Cambridge Biomedical Campus/Addenbrookes Hospital, Cambridge railway station area, and the historic city centre. The Citi 1 and Citi 3 bus services provide a high frequency service to other parts of the City and there is an existing bus stop just 100 metres south of the site, which is very well placed to attract additional trip generation from the proposed new development.. The site also benefits from its location adjacent to the Cambridge to Newmarket railway line, which will become a key part of the Eastern Section of East West Rail. Figure 22 within the Greater Cambridge Local Plan shows the planned major transport projects in Greater Cambridge in the Draft Local Transport Plan 2019. It specifically makes reference to double tracking of the Cambridge to Newmarket railway line, which at present is single tracked from Coldham's Lane Junction to Chippenham Junction, with the exception of a 1.5 kilometre long passing loop at Dullingham. The current single tracked section limits the provision of additional services and new railway stations along the route but double tracking would enable a much greater number of services to operate, as well as the opening of new railway stations along the line, which is a long-term aspiration for the route and could link the site to Cambridge's central railway station in 7-8 minutes. My client proposes safeguarding land adjacent to the Cambridge to Newmarket railway line to include provision for a new railway station at Fulbourn should it be required, and the provision of a high quality pedestrian link from the potential railway station site and the village centre could be provided. In light of the above it is clear that the proposed removal of this land from the Cambridge Green Belt and the allocation of my client's site at land west of Station Road, Fulbourn would provide an excellent opportunity to deliver a highly sustainable development that is well-linked to existing and proposed sustainable transport infrastructure. There are clear synergies with the draft Local Plan which needs 'to consider how new development encourages a shift towards decreasing car use and the increased use of sustainable transport' and it seeks to 'consider opportunities provide by existing or planned transport improvements (such as public transport stops) when determining where future development should take place' such as land west of Station Road, Fulbourn. The Local Plan also advocates 'designing new development so that active ways of getting around like walking and cycling are supported, and there are real public transport alternatives to using the car'. In addition to its public transport credentials, land west of Station Road, Fulbourn also benefits from its proximity to a good range of shops, services, and facilities with the village centre being located just 200 metres south-west of the site. In addition, the Greater Cambridge Partnership (GCP) is seeking to deliver a new 'Greenway' through Fulbourn which consists of a cycleway linking the village with the City. Indeed, the GCP states that 'Fulbourn is approximately 7km from Central Cambridge and with good provision is within relatively easy cycling distance of most major employment sites in Cambridge. Fulbourn itself is an important employment area. The case for high quality cycle routes is strong, Fulbourn being so close to the City'. My client strongly supports the Greenway proposals, which provide a further opportunity to help deliver modal shift away from the private congestion, reduce pollution, and increase the health and well-being of residents and workers.

7.1 The NPPF advises at paragraph 102 and 103 that transport issues should be considered from the earliest stages of plan-making and development proposals, and that the planning system should actively manage patterns of growth in support of the above objectives. 7.2 By locating development in sustainable locations, this inherently reduces the reliance on car use and encourages more sustainable modes of travel. Land at Capital Park is a sustainable location for development with access to a number of village services and facilities. By delivering the proposed development on Land at Capital Park, residents or employees would not be overly reliant on using cars to access services, thereby helping to improve air quality. The site offers various transport connections and opportunities for sustainable travel which would help to reduce the need to access the site via polluting vehicles. 7.3 In terms of transport connections, there are four bus stops located adjacent to the site offering regular services to the city centre and Arbury, approximately every half an hour. Fulbourn Greenway is also proposed to be delivered that would better connect the site to surrounding cycle networks and is expected to be routed approximately 100m to the north. 7.4 The site is therefore well located to be within walking distance of the services and facilities in the village thereby reducing the need to travel by car and can promote sustainable travel.

• Locating new development along public transport corridors and identified routes for the CAM • Integrated approach to development including new homes, access to open space, walking and cycling routes, local facilities

2.21 The Consultation document identifies at Section 4.7.3 that there is a need to ‘reduce the need to travel and increase access to sustainable transport options’. 2.22 Some sectors of the economy can adapt their working practices to reduce the need to travel to work through the use of technology to enable, for example, home working. However, for the College, many jobs rely on staff being on-site e.g. College porters, chefs, and housekeeping. A review of their addresses reveals that a high proportion of staff live outside the City Centre, within South Cambridgeshire or further afield, due to the absence of affordable housing within the City. Furthermore, a number of College jobs do not have ‘regular’ working hours. Therefore, the availability of alternative transport options, together with its affordability is fundamental if there is to be a shift from the private car towards alternative transport. 2.23 In order to encourage people to shift away from car use, the Councils must recognise the different working patterns of people coming into the City and whether public transport is affordable for them. Distance or safety may deter staff who start work at 5 am from walking or cycling to work, whether at the College or elsewhere, such as at the hospitals. Public transport would be the only alternative option, but the shift from cars to public transport will only happen if public transport is convenient, affordable, and has good availability. 2.24 This section of the consultation document is heavily focused on how new development can be designed to provide for new transport infrastructure improvements, which the College recognises as being important. But there is a wider point: how transport infrastructure can be improved and integrated into existing settlements to allow people to make the change to more sustainable means of commuting

2.32 A key aspect of any future transport strategy, which needs to be promoted through the new local plan, will be to properly connect key generators and destinations. 2.33 The relatively rural location of IWM Duxford (next to the A505 / M11 junction) means that 96% of visitors arrive by car. This means a high carbon footprint and large area for car parking which could otherwise be landscaped. 2.34 If this is to change, there needs to be support for better links to transport hubs and routes. This will give visitors and staff alternatives to the private car and mean that by better linking with local schools and villages, the benefits for social well-being will be greater (see Q16). 2.35 Any ways to encourage public transport operators to adopt a single ticket system and ensuring that profitable routes subsidise rural routes so that these can be delivered at a usable frequency for commuters could be an important aim of the Greater Cambridgeshire plan. 2.36 The plan also needs to support the creation of an expanded network of safe green routes for walking and cycling, (with suitable surfaces for mobility scooters, e-bikes, e-scooters etc) which can link between public transport and employment hubs and visitor destinations.

In the context of the Cambridge Biomedical Campus, and Addenbrooke’s Hospital and the Rosie Maternity Hospital, CUH is committed to reduce car travel to the campus, which can only be achieved through further investment in an integrated network of public transport, walking and cycling. Prior to any ‘stick measures’ there is a need to further enhance the ‘carrot’ to make public transport attractive and reliable to staff and visitors, and patients (where appropriate). CUH is supportive of the programmes being developed both by the Greater Cambridge Partnership (GCP) and the Cambridgeshire & Peterborough Combined Authority to enhance the network of walking, cycling and public transport. CUH is supportive of further restricting car travel to the Hospital, recognising that for some of our patients and visitors, car borne travel will continue to be the most appropriate form of travel (e.g. for health and mobility reasons), providing there are suitable alternatives, which are fast, frequent, reliable and affordable, and that they operate to serve the needs of our patients, staff and visitors 24 hours a day. Alleviating the acute congestion problems around Cambridge are clearly in the interests of the population, and critical to de-carbonising the economy in line with targets to achieve net zero carbon. We set out in response to question 38 our views on the priorities for transport infrastructure.

The continued success of the Cambridge Biomedical Campus can only be realised if the policies of the Local Plan provide a supportive framework for delivery. We would recommend that housing is sited in accessible locations to the campus, by walking, cycling and public transport (maximum journey time of 40-50 minutes) and that transport improvements are delivered to reduce dependency on the car; all underpinned by a joined up strategy that considers all of the pillars of sustainable development.

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 location of the Mill Lane Site, Sawston just across the A1301 (a 5 or 10 minute walk) from the Vision Centre provides significant opportunities for employees to access the Site via sustainable travel modes including walking and cycling. This is also true of the Huawei’s emerging business and research campus at the Former Spicers site. This submission is supported by a Transport Technical Note which confirms that there are a wide range of day-to-day local services and facilities that would be available to future residents of the Mill Lane Site, Sawston which can be accessed via sustainable modes of transport such as walking, cycling and public transport. This note also emphasises that there are several large employment sites located in the surrounding area including the Wellcome Genome Campus, Granta Park and the Cambridge Biomedical Campus, which are within a comfortable cycling distance for future residents of the Mill Lane Site. Additionally, the Site’s location just across the A1301 from the Vision Centre and Huawei’s emerging business and research campus is within a short 5 or 10 minute walking distance and a few minutes cycling distance. In addition to the walking and cycling opportunities identified above the submitted Transport Technical Note also highlights the extensive existing public transport access from the Mill Lane Site, Sawston. The Site is located in close proximity to bus stops which provide regular services to a range of destinations including Cambridge. Whittlesford Parkway Railway Station and Shelford Railway station are both less than 4km away and within an acceptable cycling distance and can be reached via Sustrans National Cycle Route. Train services from Whittlesford Parkway Station and Shelford Station serve destinations including Cambridge, Bishop’s Stortford and London Liverpool Street. Shelford Railway Station is also located approximately 3.3km to the north of the site and is also within an acceptable cycling distance and provides access to the same services that are Available from Whittlesford Parkway Station. In addition, Cambridge Railway Station could be accessed from the Mill Lane Site via cycle and provides additional services to London Kings Cross, Ely, Norwich and Stansted Airport. It is for these reasons that Mill Lane Site in Sawston 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. In light of the extensive existing public transport availability for the Mill Lane Site, Sawston, the promoted development would meet the policy requirement set out by the NPPF.

Thakeham is of the opinion that 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 aware of the proposed ‘Comberton Greenway’ which is a proposed route to enable cyclists, walkers and equestrians to travel sustainably from Comberton into Cambridge. Whilst the Land east of Long Road, Comberton is located in close proximity to existing public transport links (bus stops), the Site could deliver a key part of the proposed ‘Comberton Greenway’ route on-site, as well as contribute to the wider route through any section 106 obligations. Thakeham is also of the view that the Councils’ should review sites based on the ambitions of the developer, and work with mutually conscious developers to deliver high quality, sustainable developments. Thakeham prioritise sustainable transport (pedestrian and cycle routes) within all our site layouts, as demonstrated through the inclusion of the proposed ‘Comberton Greenway’ within the concept masterplan shown in the appended Vision Document, and commitment to providing financial contributions to improving public transport links within the vicinity of the Site. From 2020, Thakeham is committed to installing fast electric car charging units in all Thakeham homes, which will enable electric vehicles to be charged more quickly and efficiently than with regular household connections. This will encourage homeowners to seamlessly transition to Electric Vehicles, which will not only benefit them but also reduce air pollution in the local area. As shown in the appended Vision Document, the Land east of Long Road could deliver part of the route of the proposed ‘Comberton Greenway’ to benefit the wider community. Please refer to the appended Vision Document titled 'Land east of Long Road, Comberton' produced by Thakeham

The spatial strategy approach is a key way of encouraging shifts away from car use towards more sustainable modes of transport by focusing development in locations with good existing public transport or with potential for improved public transport - the spatial approach that is ultimately chosen will have implications for the area's ability to deliver modal shift from the private car to alternative transport modes, and consequently assisting in reducing climate emission, and create more efficient patterns of commuting. My client’s site at land north-east of Bourn is particularly well-placed to encourage a shift away from car use and towards more sustainable modes of transport such as public transport, cycling and walking. It already benefits from its proximity to Cambourne, the largest settlement in Greater Cambridge outside the city of Cambridge itself, which has an excellent range of shops, services, facilities, and employment opportunities, as well as primary and secondary schools. However, of particular significance is the East West Rail Company’s decision to support Route Option E, which would link existing stations at Bedford (Midland) and Cambridge with communities in Cambourne and the area north of Sandy and south of St Neots (Tempsford). This route was the favourite among respondents to that consultation and also provides the most significant benefits from every £ of taxpayers’ money spent. One of the principal objectives of the new railway is to support new housing and jobs growth and the Connecting Communities: The Preferred Route Options between Bedford and Cambridge Executive Summary specifically states that one of the reason for choosing this route as the preferred option is that it ‘could support much needed development of more affordable housing in areas including Bedford, between Sandy and St Neots and at Cambourne’. It ‘also connects the growing population of Cambourne with environmentally sustainable transport and could integrate with proposed improvements to the local transport network in south Cambridgeshire such as the busway extension and Cambridgeshire Autonomous Metro’. The construction of this route means that locations in close proximity to the proposed new Cambourne railway station such as my client’s site at land north-east of Bourne will be particularly well-connected to key employment locations across the region and beyond.

8.1 Paragraph 102 of the National Planning Policy Framework (NPPF) identifies that transport issues should be considered from the earliest stages of plan-making, which includes opportunities to promote walking, cycling and public transport. Our client recognises the importance of encouraging a shift towards more sustainable modes of transport as this will assist in reducing climate change and congestion levels on roads. 8.2 The Greater Cambridge Local Plan (GCLP) should promote sustainable forms of transport by allocating housing sites in sustainable locations in established settlements which possesses high quality public transport links including; bus services, Cambridge Guided Busway, footways and cycleways. 8.3 The Land at Ambrose Way, Impington, promoted by our client Martin Grant Homes Ltd, is exceptionally well placed to encourage a shift away from the private car. As shown by the submitted Framework Plan, any development at the Ambrose Way site will integrate into the existing highway network by providing vehicular, pedestrian and cycle access points. 8.4 By utilising the proposed access points, residents of the scheme will have convenient and sustainable access (via walking or cycling) to an excellent range of shops, services, employment opportunities and community infrastructure (the full range of services is set out in the submitted Site Promotion Document) capable of serving their day to day needs. 8.5 The village is served by a direct bus link to Cambridge city centre and its public transport hubs (Cambridge Rail Station and Cambridge North Rail Station). These excellent connections offer sustainable travel options to major employment hubs and recreation/leisure destinations in Cambridge and further afield. The public transport links available to residents of a scheme at Ambrose Way are summarised in the schedule below. Transport Location Travel Time from the Ambrose Way site Bus Cambridge Guided Busway, Impington, Cambridge, CB24 9YS Services to and from: Royston, Cambridge, Science Park, St Ives, Huntington, Peterborough. Frequency every 5-10 minutes Monday-Friday with a reduced service every 7-15 minutes on a weekend. 1.6km– to bus stop 19-minute walk Bus Service – Citi 8 Histon High Street Services to and from: Cottenham, Histon and Cambridge. Frequency every 20 minutes Monday-Friday during the daytime dropping to hourly service in the evening. The service runs every 20 and 30 minutes on Saturday and Sunday respectively, with reduced services in the evening. 1km- to bus stop 10- minute walk Rail Links Cambridge North Station, Cowley Road, CB4 0WZ Services to and from: Norwich, Ely, London Kings Cross and Cambridge. 6.75 km 10-minutes via the Guided Busway 8.6 In devising the spatial strategy for the GCLP it is essential that the Councils take the opportunity to promote modal shift away from the private car by allocating housing and employment sites in sustainable locations where residents and employees have regular and convenient access to high quality public transport links and a local service provision capable of meeting day to day needs. 8.7 Outside of the urban area of Cambridge Histon and Impington is one of the most, if not the most, sustainable locations for housing growth in terms of access to a variety of quality public transport links and a range of services and infrastructure. On this basis, the allocation of the Ambrose Way, Impington site would be in accordance with paragraph 102 of the NPPF and encourage modal shift away from the private car. This in turn would assist the Councils in delivering on the big themes of the GCLP such as: reducing climate change, promoting wellbeing and social inclusion and developing great places

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.

2.44. In preparing the Local Plan, consideration needs to be given to existing and planned transport improvements within the area and how these could encourage a shift away from car use. In recent weeks there have been a number of key announcements and public consultations in respect of strategic transport schemes including East West Rail and Cambridgeshire Autonomous Metro.  ‘East-West Rail’ is a proposal by the East West Rail Company for a new railway line linking Bedford and Cambridge. On 30th January 2020 the Government announced the preferred route for the new rail line was consultation ‘Route Option E’. Hauxton is located within the ‘preferred route option area’.  ‘Cambridgeshire Autonomous Metro’ is a vision for an expansive metro-style network proposed by the Cambridgeshire and Peterborough Combined Authority. On 27th February a public consultation was launched seeking views about the proposal and the indicative route map for the ‘Cambridgeshire Autonomous Metro’ network. ‘Hauxton Park and Ride’ is identified as part of the indicative network route with connections to the new Cambridge South Rail Station.  ‘Cambridge South Rail Station’ is a proposal for a new rail station to the south of Cambridge to better integrate southern Cambridge to the rail network to primarily benefit Addenbrooke’s and Royal Papworth hospitals and the Cambridge Biomedical Campus but this will also benefit local residents. Network Rail launched a public consultation on 20th January 2020 about three site options for the new station. The consultation information identifies the delivery of the new station in 2025. As identified above, ‘Hauxton Park and Ride’ is identified as part of the indicative CAM network route with connections to the new Cambridge South Rail Station. 2.45. Consideration should also be given to the potential development has to act as a catalyst to encourage the use of more sustainable modes of transport through well integrated footways and cycleways, and accessibility to public transport.

Pigeon support the aspiration to secure a shift away from car use towards more sustainable transport. We consider that the Councils have set out all the relevant issues in the consultation document. It will be important that the Local Plan is coordinated in process and substance with the Cambridgeshire and Peterborough Transport Plan to ensure that development is accessible by public transport, walking and cycling. To the extent that development locations cause residents to have to travel, the first option should be rapid, sustainable modes suited to the length of the journey – walking/cycling/bus/metro/railway. The Councils are already adopting this approach so far as the Cambourne to Cambridge corridor is concerned, making our proposed site at St Neots Road, Hardwick highly sustainable. Further expansion of villages within transport corridors should be seen as an opportunity to sustain and attract new services and reduce the need for residents to travel to facilities farther afield.

6.1 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. 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. “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 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. 6.4 By locating development in sustainable locations, this inherently reduces the reliance on car use and encourages more sustainable modes of travel, thereby helping to improve air quality. Land to the south of Station Road, Harston is considered a sustainable location for development with access to a number of village services and facilities. 6.5 Land to the south of Station Road, Harston is considered to be a sustainable location to accommodate further residential development and, as set out within the accompanying Transport Appraisal prepared by EAS, the site offers the following transport connections and opportunities for sustainable travel which would help to reduce the need to access the site via polluting vehicles: ● Trip Generation - The number of vehicle trips generated would be imperceptible upon the surrounding highway network; ● Rail Connections - Harston is located in the A10 corridor which is well served by trains and buses. Off-road cycle ways connect the site to Foxton Train station approximately 2.5km to the south. Foxton station has two platforms providing north bound routes to Cambridge and Southbound Routes to London King Cross at half hourly frequencies Monday to Friday and hourly frequencies at weekends. The proximity of this transport interchange makes it readily accessible by active modes of travel, particularly cycling; ● Bus Services - There are bus services which connect Harston to Royston, Melbourn, Shepreth, Foxton, Hauxton, Trumpington park and ride site and Cambridge, as well as national express coach services to Heathrow airport. The nearest active bus stop to the site is located approximately 250m north of the site along the A10 which is served by three routes offering regular services to St Ives and Cambridge; ● Cycle Connections - The A10 is also part of the strategic cycle network between Royston and Cambridge and there are good quality and continuous off-road cycleways along the A10 passing through Harston. To the south, the cycleways extend to Foxton train station, approximately 2.5km from the site. To the north the cycleways extend to Trumpington Park and Ride, approximately 3.9km from the site. Both the station and the park and ride site have cycle parking facilities; ● Footway Improvements - The existing footway on the southern side of Station Road is proposed to be widened to 2.0m to improve pedestrian connectivity and provide safe pedestrian access to the site. Tactile paving will also be added to an existing informal crossing adjacent to the access road assisting crossing to Harston and Newton County Primary school as well as at the site access. The indicative footway improvements and informal crossing points are also indicated on drawing SK01; ● A10 strategic transport corridor – the corridor is due to feature the following numerous transport improvements to deliver a high-quality public transport corridor which will benefit connectivity to Harston by sustainable and active modes of transport including the following: − Improved transport hub at Foxton train station (3km from the site); − Proposed improved transport interchange at Trumpington A10/M11 junction (3.2 km from the site); − Park and Ride site at Hauxton (M11); − Off road cycle links along the A10; and − Walking and cycling links to Melbourn and Bassingbourn village colleges. 6.6 In addition to the above, Harston falls within the ‘Preferred route option’ area of the proposed East-West rail alignment which would deliver faster and improved frequency of trains to Cambridge and in turn to London. 6.7 The site is therefore well located to be within walking distance of the services and facilities in the village thereby reducing the need to travel by car and can promote sustainable travel.

4.54 We fully support the approach that aims to reduce the reliance on the use of the private car. In order to do this it is important to provide easily accessible and quality alternative options. The councils should support development in the rural areas where there are sustainable forms of transport and/or improvements planned. This is important to ensure diversity within the rural district and reduce the pull of the city centre itself. This will provide the potential to improve the situation for existing settlements rather than the existing focus on large scale new development. This would provide a more equal and diverse approach to development in the area. 4.55 The councils have already acknowledged the sustainability of the settlements and further improvements that encourage walking and cycling would further enhancements would provide real transport alternatives to using the car.