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?

4.53 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. 4.54 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.

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 Royston 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. The bus service to Cambridge and Royston is every hour Monday – Saturday and there are two cycle routes from Foxton to Cambridge which runs from the northern edge of Foxton village along Cambridge Road through Harston and into Cambridge. There is also a dedicated cycle path between Frog End, Shepreth and Foxton. The site is easily accessible to both pedestrians and cyclists with good public transport links and benefiting from a train station which provides a frequent train service to Cambridge and Royston and a direct service to London Kings Cross every hour. Therefore, the promoted site is sustainable in transport terms, and for this reason it should be allocated in the emerging GCLP.

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. However, this needs to be balanced in the rural areas where the NPPF recognises that the opportunities will vary between urban and rural areas. The need to identify a high number of small and medium sized sites in the rural areas means that sites which are well located in relation to existing services and facilities such as Scott Properties' site at land to the south of The Causeway, Kneesworth, SG8 5JD, should be preferred over more remote and isolated locations in the rural areas. The site is located centrally within the Parish of Bassingbourn-cum-Kneesworth. It is situated on the southern side of the Causeway which connects Kneesworth to the east with Bassingbourn to the west. Essentially, the villages operate as one larger settlement and share an extensive range of services and facilities, including shops, pubs, schools, restaurants, sports centre, employment sites and medical facilities. Furthermore, the town of Royston lies just 1.5 miles to the south of Kneesworth and contains a more extensive range of services, retail offers, employment opportunities and leisure and recreational facilities. It also has a mainline railway station providing regular services to London and Cambridge. In settlement hierarchy terms Royston is a Market Town, a higher tier in sustainability terms than any of the settlements in South Cambridgeshire a factor which should not be overlooked. Accordingly, we consider that the site is in a highly sustainable rural location. It is particularly well-placed to encourage shifts towards more sustainable modes, albeit that there may still be a need for shorter motorised journeys. Summary of Comments: The spatial strategy will need to recognise the different opportunities available between urban and rural areas.

Paragraph 103 of the NPPF seeks to ensure that development is located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. Therefore, the site selection process for potential allocations in emerging CGLP will be an important part of increasing travel by sustainable modes of transport. The promoted site at land off Cambridge Road in Linton is accessible by walking, cycling and public transport to the services and facilities within the village and to employment at Granta Park. The site would be well-related to the transport infrastructure improvements proposed in the Greater Cambridge Partnership’s Cambridge South East Transport project, including cycle routes to Granta Park and Babraham Research Campus, travel hubs, greenways, and the new public transport route into Cambridge. Therefore, the site is sustainable in transport terms, and should be allocated in the emerging GCLP.

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 sites promoted by EDBF are mostly accessible by walking, cycling and public transport to the services and facilities within the villages. In most cases the sites are also well-related to the transport infrastructure improvements proposed by Greater Cambridge Partnership, including new public transport routes into Cambridge, rural travel hubs, new cycle routes and greenways. The sites promoted by EDBF at Fulbourn, Stapleford, Sawston, Whittlesford and Waterbeach in particular are very well connected by sustainable modes of transport. It is for these reasons that the sites promoted by EDBF should be allocated in the emerging GCLP.

We support the general principle of the current plan that concentrates on the development of infrastructure to support public transport, cycling and walking. This infrastructure needs to be by means of dedicated facilities for these modes of transport separated from the existing road infrastructure. ? In order to deal with issues of affordability we should Improve bus travel by council controlling licensing and subsidising routes where necessary.

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 Travis Perkins 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 650 metres to the south of the site (an 8-minute walk or 2-minute cycle ride from the site).

3.74 Opportunities for active travel such as walking and cycling should be heavily promoted to reduce the impacts of climate change, promote healthy lifestyles and ensure a good quality of life. New developments should be self-sustaining with a good mix of land uses, with opportunity to access locally places such as schools, leisure facilities, homes, healthcare services and jobs. 3.75 Evidence identifies that within Trumpington Meadows, as referenced in the Mobility Strategy prepared by Vectos that this is already happening, with 61% of residents cycling to work and 100% of primary school trips made by foot or bike. Therefore, there is a very good foundation to build on this active travel culture at Trumpington South. 3.76 The location of Trumpington South provides a unique opportunity to shape a community that is able to achieve mobility sustainably. In terms of existing infrastructure, Trumpington South starts from an excellent base, with mobility infrastructure such as the Trumpington Park and Ride, the guided Busway and an extensive network of cycle paths is already in place. Planned transport infrastructure including the Cambridge South Railway Station and the South West Travel Hub will improve the connectivity and sustainable travel credentials of Trumpington South. 3.77 The key benefit of Trumpington South is its location. Its proximity to local schools and employment centres ensures that active travel patterns through walking and cycling are viable options. It will also help reduce in commuting into the city. The Councils have identified this as a key issue to resolve with new employment expected to increase in the future, particularly within Southern Cambridge. The opportunity to live closer to your place of work has immediate benefits in terms of addressing issues associated with peak hour commuter trips. For those trips that are more distant, locating development within easy access of transport corridors, such as existing cycleways, the busway and future CAM network, will minimise car use. 3.78 The Masterplan for the site will incorporate an approach that embraces local living and active and shared mobility, with car free zones. The principles start with low car parking provision and centralised parking locations, with electric charging points. 3.79 This approach places less priority on the car and frees up opportunity to create environments that encourage walking and cycling, making these the most obvious and convenient choice of travel. The provision of active travel corridors through the development with priority over vehicles can be provided making vehicle movements a secondary consideration. This allows for greater green infrastructure and safer neighbourhoods. Furthermore, in the event that car use drops, the space will be flexible to provide opportunities for other uses. 3.80 Mobility Hubs are one of the best ways of providing and managing services, acting as a multi-modal interchange, including connecting with public transport for seamless journey planning. The Mobility Strategy provides further information on the proposed Trumpington South hub proposed, but it is envisaged it could also offer travel information, co-working space, café, bike repair, lockers and other facilities to act as a community hub and offering a financing model which is sustainable. 3.81 The proposed mobility strategy promoted for Trumpington South addresses all four of the Local Plan themes in terms of managing climate change, providing opportunities to increase biodiversity, promotes health and wellbeing and supports quality places.

3.74 Opportunities for active travel such as walking and cycling should be heavily promoted to reduce the impacts of climate change, promote healthy lifestyles and ensure a good quality of life. New developments should be self-sustaining with a good mix of land uses, with opportunity to access locally places such as schools, leisure facilities, homes, healthcare services and jobs. 3.75 Evidence identifies that within Trumpington Meadows, as referenced in the Mobility Strategy prepared by Vectos that this is already happening, with 61% of residents cycling to work and 100% of primary school trips made by foot or bike. Therefore, there is a very good foundation to build on this active travel culture at Trumpington South. 3.76 The location of Trumpington South provides a unique opportunity to shape a community that is able to achieve mobility sustainably. In terms of existing infrastructure, Trumpington South starts from an excellent base, with mobility infrastructure such as the Trumpington Park and Ride, the guided Busway and an extensive network of cycle paths is already in place. Planned transport infrastructure including the Cambridge South Railway Station and the South West Travel Hub will improve the connectivity and sustainable travel credentials of Trumpington South. 3.77 The key benefit of Trumpington South is its location. Its proximity to local schools and employment centres ensures that active travel patterns through walking and cycling are viable options. It will also help reduce in commuting into the city. The Councils have identified this as a key issue to resolve with new employment expected to increase in the future, particularly within Southern Cambridge. The opportunity to live closer to your place of work has immediate benefits in terms of addressing issues associated with peak hour commuter trips. For those trips that are more distant, locating development within easy access of transport corridors, such as existing cycleways, the busway and future CAM network, will minimise car use. 3.78 The Masterplan for the site will incorporate an approach that embraces local living and active and shared mobility, with car free zones. The principles start with low car parking provision and centralised parking locations, with electric charging points. 3.79 This approach places less priority on the car and frees up opportunity to create environments that encourage walking and cycling, making these the most obvious and convenient choice of travel. The provision of active travel corridors through the development with priority over vehicles can be provided making vehicle movements a secondary consideration. This allows for greater green infrastructure and safer neighbourhoods. Furthermore, in the event that car use drops, the space will be flexible to provide opportunities for other uses. 3.80 Mobility Hubs are one of the best ways of providing and managing services, acting as a multi-modal interchange, including connecting with public transport for seamless journey planning. The Mobility Strategy provides further information on the proposed Trumpington South hub proposed, but it is envisaged it could also offer travel information, co-working space, café, bike repair, lockers and other facilities to act as a community hub and offering a financing model which is sustainable. 3.81 The proposed mobility strategy promoted for Trumpington South addresses all four of the Local Plan themes in terms of managing climate change, providing opportunities to increase biodiversity, promotes health and wellbeing and supports quality 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. 7.4 Papworth is an area that has opportunity to accommodate additional growth and encourage a shift away from car use and towards more sustainable modes of transport. Certainly, the land at Papworth promoted by VJF as the majority land owner in the village, including a number of open spaces and pedestrian/cycle routes, could be enhanced as part of an allocated development. 7.5 The accompanying Transport Appraisal sets out the transport connections and routes for the sites VJF are proposing for allocation within the Local Plan. As well as the broader strategic connections to transport infrastructure improvements and routes (eg A14 and A428), the Transport Appraisal also identifies that safe and convenient points can be achieved at the sites.

Opportunities for active travel such as walking and cycling should be heavily promoted to reduce the impacts of climate change and ensure a good quality of life. New developments should be self-sustaining, with opportunity to travel actively locally for essentials such as schools, homes, healthcare services and jobs. Evidence identifies that this is already the trend therefore there is a very good foundation to build on when putting new development forward. Whittlesford is located in an established rail and public transport corridor that is well connected to a wide range of job opportunities and other facilities. The proposed major expansion of the Wellcome Genome Campus will provide further enhancements to this transport infrastructure, but there is scope for further improvements to the connectivity to neighbouring settlements, major areas of employment within Greater Cambridge and to the south in Uttlesford, including Stansted Airport. Please refer to story board 1 and Figures 1-4 for further detail.

Reference is made in Section 4.7.3 to the adopted Minerals and Waste Plan, but not the emerging Local Plan which can be found on www.cambridgeshire.gov.uk/MWLP. This should be included, as it will be adopted prior to the completion of the Greater Cambridge Local Plan.

4.68 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.” 4.69 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.” 4.70 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. 4.71 Station Fields is an ideal example of an area that has opportunities to accommodate additional growth and encourage a shift away from car use and towards more sustainable modes of transport.

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

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 are 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. Therefore, in order to ensure established services and transport links are maintained and enhanced, sustainable housing growth is required to ensure there is sufficient demand. Housing growth would also provide additional Council tax receipt to ensure funding for improvements to walking and cycling provisions. Therefore, considering this, smaller 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 and small sites can contribute to a sustainable and varied housing supply.

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? 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. However, this needs to be balanced in the rural areas where the NPPF recognises that the opportunities will vary between urban and rural areas. The need to identify a high number of small and medium sized sites in the rural areas means that sites which are well located in relation to existing services and facilities such as Scott Properties' site at Land at the West side of South Street, Comberton should be preferred over more remote and isolated locations in the rural areas. Summary of Comments: The spatial strategy will need to recognise the different opportunities available between urban and rural areas.

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? 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. However, this needs to be balanced in the rural areas where the NPPF recognises that the opportunities will vary between urban and rural areas. The need to identify a high number of small and medium sized sites in the rural areas means that sites which are well located in relation to existing services and facilities such as Scott Properties' site at Land south of Ditton Lane, Fen Ditton, should be preferred over more remote and isolated locations in the rural areas. The site is located to the south of Fen Ditton and abuts the Cambridge City boundary. The village operate as a larger settlement with Cambridge City nearby and shares a good range of services and facilities. Cambridge City Centre contains a full range of services, retail offers, employment opportunities and leisure and recreational facilities. It also has a mainline railway station providing regular services to London, Birmingham, Stansted Airport, Ely, Ipswich and Brighton. Newmarket Road Park and Ride is also within close proximity to the Site and accessible by a public footpath from the Site. Given the Site's close location to Cambridge City Centre and links, we consider that it to be in a highly sustainable location. In addition, the recently consented development including c.1300 dwellings to the north of Newmarket Road provides additional facilities including a food store, community facilities and open space which are within close proximity and easy access of the Site, owing to the extensive footpath and cycle links through the new development. In relation to this permission, document 16-097_PL_DOC_19_001_Infrastructure of reserved matters application S/1004/18/RM shows the pedestrian and cycle links as existing and proposed as part of the (granted) reserved matters application. This shows a pedestrian and cycle link north from the consented development into the east of my client's Site, land to the east of Ditton Lane from the disused railway line to the south of my client's Site. This is not an existing footpath, and this route of connectivity cannot be achieved without my client's land. The inclusion of my client's Site therefore represents an opportunity to increase connectivity, which would be of clear benefit to the existing and future residents of the area. The Plan attached to these representations shows how connectivity could be achieved through the allocation of my client's Site. Summary of Comments: The spatial strategy will need to recognise the different opportunities available between urban and rural areas.

5.1 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. 5.2 Two key factors are the location and scale of development. Cambridge suffers from significant congestion at peak times due to daily trips undertaken. Development of new settlements within transport corridors with access to sustainable transport infrastructure are a very effective way of encouraging a shift away from car use towards more sustainable travel modes not only through access to new sustainable transport initiatives such as the Cambridge Autonomous Metro, but also through the creation of mixed use developments with high levels of service provision that reduce the need for external trips. 5.3 Paragraph 103 of the NPPF encourages significant development to 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. The A428 corridor running due west of Cambridge to Cambourne and St Neots presents a broad transport corridor that is due to receive substantial investment in relation to East West rail (including the new station at Cambourne) and the Cambridge Automated Metro. Both of these transport interventions will provide a sustainable of transport modes within this growth corridor and are due to be constructed well within the next local plan period. Accordingly, this area of Greater Cambridge presents a highly sustainable location for major, strategic development.

2.66 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 GCLP will be an important part of increasing travel by sustainable modes of transport. 2.67 We agree that encouragement should be given towards less reliance on car use and more on using sustainable modes of transport. In terms of NEC, we have suggested that the proposed Waterbeach Greenway should be directed through the Site, to create a coherent route from Waterbeach to the station. This will allow future residents of the Site to cycle to the station helping to providing a means of travel for the ‘first mile / last mile’ of the journey to / from the station. 2.68 A new route for a busway from the proposed Waterbeach development should be routed through the Site down to Cambridge North Station. Stops on the route could form transport interchanges linking to other bus routes and cycle routes. High quality cycle links should be implemented to connect into existing infrastructure such as the Chisholm Trail. 2.69 The route of these two transport spines through the Site will help develop a single coherent sustainable transport corridor down to the station allowing seamless interchanges between transport modes where the routes intersect with one another. The interchanges will be located within a high-quality urban environment close to high density district centres and attractive locations encouraging linked trips and improving access to the district centres by public transport. 2.70 It will important to ensure that consideration is always given to promoting access beyond the AAP boundary, such as recognising the education/social role that Cambridge Regional College plays in the west, the retail and leisure/recreational/biodiversity roles of Tesco and Milton Country Park in the north, the leisure/recreational/biodiversity role of the river and green corridors in the east, and the existing Cambridge communities in the south.

· 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.

Please see section 5.0 of the accompanying representations document. There are a number of gaps in service provision in the south of Cambridge. CEG is committed to delivering community infrastructure and doing so in the early phases of development. This is not only to support ‘pioneer’ families that move into the first phases of development, but to also support the existing local communities surrounding the site. Land to the South East of Cambridge could include the provision on site of a new dedicated community hub, primary school and local centres including shops and services. CEG is also committed to ensuring community engagement in the design process. Community involvement in the designs of schemes can foster community support and community ownership of a housing development. CEG will therefore work in partnership with the Council and local groups as it has done successfully on other sites across the country, but also locally in the development of the GB1 planning application.

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.

5.1 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. 5.2 Two key factors are the location and scale of development. Cambridge suffers from significant congestion at peak times due to daily trips undertaken. Development of new settlements within transport corridors with access to sustainable transport infrastructure are a very effective way of encouraging a shift away from car use towards more sustainable travel modes not only through access to new sustainable transport initiativessuch as the Cambridge Autonomous Metro, but also through the creation of mixed use developments with high levels of service provision that reduce the need for external trips. 5.3 Paragraph 103 of the NPPF encourages significant development to 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. The A428 corridor running due west of Cambridge to Cambourne and St Neots presents a broad transport corridor that is due to receive substantial investment in relation to East West rail (including the new station at Cambourne) and the Cambridge Automated Metro. Both of these transport interventions will provide a sustainable of transport modes within this growth corridor and are due to be constructed well within the next local plan period. Accordingly, this area of Greater Cambridge presents a highly sustainable location for major, strategic 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 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 Travis Perkins 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 650 metres to the south of the site (an 8-minute walk or 2-minute cycle ride from the site).

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.

Opportunities for active travel such as walking and cycling should be heavily promoted to reduce the impacts of climate change, promote healthy lifestyles and ensure a good quality of life. New developments should be self-sustaining with a good mix of land uses, with opportunity to access locally places such as schools, leisure facilities, homes, healthcare services and jobs. Evidence identifies that within Trumpington Meadows, as referenced in the Mobility Strategy prepared by Vectos that this is already happening, with 61% of residents cycling to work and 100% of primary school trips made by foot or bike. Therefore, there is a very good foundation to build on this active travel culture at Trumpington South. The location of Trumpington South provides a unique opportunity to shape a community that is able to achieve mobility sustainably. In terms of existing infrastructure, Trumpington South starts from an excellent base, with mobility infrastructure such as the Trumpington Park and Ride, the guided Busway and an extensive network of cycle paths is already in place. Planned transport infrastructure including the Cambridge South Railway Station and the South West Travel Hub will improve the connectivity and sustainable travel credentials of Trumpington South. Opportunities for active travel such as walking and cycling should be heavily promoted to reduce the impacts of climate change, promote healthy lifestyles and ensure a good quality of life. New developments should be self-sustaining with a good mix of land uses, with opportunity to access locally places such as schools, leisure facilities, homes, healthcare services and jobs. Evidence identifies that within Trumpington Meadows , as referenced in the Mobility Strategy prepared by Vectos that this is already happening, with 61% of residents cycling to work and 100% of primary school trips made by foot or bike. Therefore, there is a very good foundation to build on this active travel culture at Trumpington South. The location of Trumpington South provides a unique opportunity to shape a community that is able to achieve mobility sustainably. In terms of existing infrastructure, Trumpington South starts from an excellent base, with mobility infrastructure such as the Trumpington Park and Ride, the guided Busway and an extensive network of cycle paths is already in place. Planned transport infrastructure including the Cambridge South Railway Station and the South West Travel Hub will improve the connectivity and sustainable travel credentials of Trumpington South. Opportunities for active travel such as walking and cycling should be heavily promoted to reduce the impacts of climate change, promote healthy lifestyles and ensure a good quality of life. New developments should be self-sustaining with a good mix of land uses, with opportunity to access locally places such as schools, leisure facilities, homes, healthcare services and jobs. Evidence identifies that within Trumpington Meadows, as referenced in the Mobility Strategy prepared by Vectos that this is already happening, with 61% of residents cycling to work and 100% of primary school trips made by foot or bike. Therefore, there is a very good foundation to build on this active travel culture at Trumpington South. The location of Trumpington South provides a unique opportunity to shape a community that is able to achieve mobility sustainably. In terms of existing infrastructure, Trumpington South starts from an excellent base, with mobility infrastructure such as the Trumpington Park and Ride, the guided Busway and an extensive network of cycle paths is already in place. Planned transport infrastructure including the Cambridge South Railway Station and the South West Travel Hub will improve the connectivity and sustainable travel credentials of Trumpington South. The key benefit of Trumpington South is its location. Its proximity to local schools and employment centres ensures that active travel patterns through walking and cycling are viable options. It will also help reduce in commuting into the city. The Councils have identified this as a key issue to resolve with new employment expected to increase in the future, particularly within Southern Cambridge. The opportunity to live closer to your place of work has immediate benefits in terms of addressing issues associated with peak hour commuter trips. For those trips that are more distant, locating development within easy access of transport corridors, such as existing cycleways, the busway and future CAM network, will minimise car use. The Masterplan for the site will incorporate an approach that embraces local living and active and shared mobility, with car free zones. The principles start with low car parking provision and centralised parking locations, with electric charging points. This approach places less priority on the car and frees up opportunity to create environments that encourage walking and cycling, making these the most obvious and convenient choice of travel. The provision of active travel corridors through the development with priority over vehicles can be provided making vehicle movements a secondary consideration. This allows for greater green infrastructure and safer neighbourhoods. Furthermore, in the event that car use drops, the space will be flexible to provide opportunities for other uses. Mobility Hubs are one of the best ways of providing and managing services, acting as a multi-modal interchange, including connecting with public transport for seamless journey planning. The Mobility Strategy provides further information on the proposed Trumpington South hub proposed, but it is envisaged it could also offer travel information, co-working space, café, bike repair, lockers and other facilities to act as a community hub and offering a financing model which is sustainable. The proposed mobility strategy promoted for Trumpington South addresses all four of the Local Plan themes in terms of managing climate change, providing opportunities to increase biodiversity, promotes health and wellbeing and supports quality places.