Question 38. What do you think the priorities are for new infrastructure?

See 36

See previous answers.

• Safe, convenient and high-quality cycle routes everywhere, providing everyone with the opportunity to safely cycle for everyday transport purposes if they want, or to combine cycling with public transport.

Electricity will be the key requirement.

Health, schools, sixth form centres, wrap around child care, pre-schools, libraries, pubs, community centres, spaces for churches (all religions), public transport that allows you to live in a village and watch a film that finishes at 10.30 and get a bus home at least twice a week – ie if it’s too expensive perhaps the service could only run on some nights.

Please refer to M&M’s responses to questions 36 and 37.

7.3 The client is supportive of the promotion of non-car and active modes of travel and delivering a highly connected, and accessible development by walking, cycling and public transport.

The emerging Local Plan has the opportunity to address infrastructure holistically in order to support the big themes identified. To help achieve net zero carbon, electricity infrastructure needs to be reinforced to support electric vehicle and PLEV (personal light electric vehicles) charging; utilising, renewable generation, smart management, energy storage, virtual trading and 5G. Provision should be made to upgrade to 5G connectivity. There should be a priority to produce a resource and waste management strategy and support initiatives that enable a circular economy to resource use. The Local Plan should support wastewater recycling at scale and require rainwater attenuation to greenfield levels and rainwater harvesting for reuse. Additional educational infrastructure needs to be in place to ensure all benefit from the economic success within the Greater Cambridge economy. Trinity College Cambridge see real importance of supporting and strengthening the Regional College system. The emerging Local Plan provides an opportunity to actively plan for the addition of facilities that link with business and create opportunities for interaction and apprenticeship programs.

2.73 We have previously identified that the site is very well positioned to utilise the proposed Comberton Greenway both for commuting into Cambridge by cycle as an alternative to the private car and also access to the wider cycle network for leisure purposes and promoting a healthy lifestyle. We would therefore suggest that delivering the greenway commitments should be a priority. 2.74 In addition, whilst the development is within an appropriate walking distance to the bus stop, we are exploring opportunities for a small diversion through Comberton to maximise opportunities for bus travel from Comberton. 2.75 The site is otherwise not reliant on infrastructure provision for its successful delivery and it is understood that there are no restrictions at this stage in terms of utilities. Discussions will continue through the development of the proposals for the site, particularly in the context of broadband to maximise opportunities for homeworking and again reduce commuting requirements.

Infrastructure planning and the responsible use of natural resources are critical to delivering sustainable growth. The scale of investment required is a significant challenge for the Cambridge local authorities and the Local Plan should identify how demand will be managed. The Cambridgeshire and Peterborough Combined Authority plays an essential role in terms of identifying regional priorities, particularly in relation to transport infrastructure. The report of the Cambridgeshire and Peterborough Independent Economic Review (CPIER) considers this to be the single most important infrastructure priority in the short to medium term and calls for a package of transport and other infrastructure projects to alleviate the growing pains of Greater Cambridge. The report also cites examples of good placemaking elsewhere which demonstrate that if transport and new housing are well-planned, then economic, social and environmental benefits can be achieved. Other key challenges identified in the report include water stress and flood risk and an overall water deficit across the region. Water Resources East (WRE) is the lead body tasked with looking at these problems and co-ordinating the region’s response. Established in 2019 as part of a new national water resource management initiative, it is working with the Environment Agency, water companies, local authorities and others, including environmental organisations, to address the twin challenge of climate change and population growth. The Local Plan should identify these challenges, reference regional planning initiatives, and address the implications for development in terms of surface water management and capture and managing demand, and the role of developers.

• New water infrastructure is a necessity for Greater Cambridge if the levels of growth proposed in the consultation are to be delivered. Summer 2019 has shown that in dry periods there is insufficient water in the chalk aquafer to meet the needs of a growing population, to allow abstraction for economic uses, and to leave sufficient water to sustain the ecology of our rivers and streams. It will be impossible for the Local Plan to be considered sustainable, and thus compliant with the NPPF, without new water management infrastructure for the region. It will also be impossible to achieve aspirations for doubling nature or making our environment better for future generations without new water management infrastructure for the region. We understand that a new reservoir and/or open water transfer from wetter regions of the country are required. New development, above the level already set in the current Local Plan, should not be permitted until this water management infrastructure is in place. As well as protecting the environment, such a policy would provide an economic case for the financial investment that will be required.

New infrastructure should be designed to complement existing networks. This requires a joined up cooperative approach to strategic infrastructure decisions. West Suffolk Council would like to work with the Greater Cambridge Councils, Greater Cambridgeshire Partnership and the Cambridgeshire and Peterborough Combined Authority on cross boundary infrastructure and network projects, including the A14 junctions 37 and 38, re-doubling the Cambridge to Newmarket rail line in order to provide half-hourly passenger rail services, and bringing the Cambridgeshire Autonomous Metro scheme to Haverhill and Mildenhall. Pg. 69 para 5 states, “The Councils are also involved in a project to improve rail services between Cambridge and the east.” Please could future documents reference the East West Rail Eastern Section, which is working to deliver improved services from Cambridge to Ipswich and Cambridge to Norwich. Both Cambridgeshire County and South Cambridgeshire are members of the Eastern Section group, which recently received £100k from the East West Rail Consortium to commission a pre-Strategic Outline Business Case. West Suffolk welcomes the inclusion of Newmarket to Cambridge track doubling.

Due to the increase in commuters using Ashwell and Morden station there is an urgent requirement for additional car parking at the station. In addition increase in traffic using the A505 has made improvements to the Odsey Junction a priority.

Safe, convenient and high-quality cycle routes everywhere, providing everyone with the opportunity to safely cycle for everyday transport purposes if they want, or to combine cycling with public transport. Evidence for our response to Question 38. • Taylor, Ian and Sloman, Lynn (2011). Thriving cities: integrated land use and transport planning. • Cambridge City Council (2009). Review of the Orchard Park Development and Lessons to be Learnt for Future Major Developments. • Foletta, Nicole (2014). Case Study: Houten. ITDP Europe. • Campaign for Better Transport (2015). Getting there: How sustainable transport can support new development. • Carmona, Matthew, et al (2020). A Housing Design Audit for England. Place Alliance. • Dales, John and Jones, Phil (2014). International Cycling Infrastructure: Best Practice Study. Report for Transport for London. • Bruntlett, Melissa and Bruntlett, Chris (2018). Building the Cycling City: The Dutch Blueprint for Urban Vitality. Island Press.

Transport hubs need to be near homes and businesses to make public transport an option. Continuous review of infrastructure during this plan is also a good idea. The idea of utility companies working together so when roads/ pavements are dug up to lay new pipes/ cables, other utility companies are consulted to see if their needs can be met at the same time so roads are not dug up multiple times. Residents have concerns regarding trees been chopped down to widen roads where there are currently bottlenecks.

• New water infrastructure is the most pressing necessity for Greater Cambridge, even for the growth proposed in the 2018 Local Plan. There is obviously insufficient water in the chalk aquifer to meet the needs of a growing population (even with the best water-saving devices and encouragements to save water), to allow for abstraction for farmland, and to provide sufficient water to sustain the ecology of our streams and rivers. • In Fulbourn, our springs and the adjacent ditches in the Fulbourn Fen Nature Reserve are now dry at the 15m contour, even after a relatively wet winter period. The spring at Poor Well, the lowest point in the village at the 10m contour, has been running in the winter but can become sluggish in a dry, hot summer. The water that is seen running in the Nature Reserve (a significant site for wild orchids, particularly marsh orchids) is entirely the result of remote borehole augmentation and the water quickly disappears when the pumps are turned off. This is not ecologically sustainable and will have a major impact on the flora and fauna in the long term – a higher water table needs to be restored, urgently. As the name suggests, Fulbourn Fen Nature Reserve was once part of the Fens, but the unsustainable water abstraction from the local aquifer has caused the site to dry.

It is recommended that transport infrastructure be included in the key issues for infrastructure. The focus should be on major routes in the area including the A505 and the M11. ECC recommends that consideration of the wider impacts outside of Cambridge and within Essex should be appreciated, as this may assist in delivering options that provide for sustainable modes that may be mutually beneficial for each respective authority. In developing future employment within the south of Greater Cambridge, consideration should be given to the sustainable transport needs of employees from Essex who commute into Cambridgeshire. ECC acknowledges that the GCA are considering “whether any new schools are needed”. Whilst ECC appreciates further analysis is needed, it is worth the GCA considering whether growth may support existing services within Essex, where capacity allows and would be favourable to do so, for example Early Years and Child Care. With regard to Early Years and Child Care, it should be noted that many of the villages in the GCA are in close proximity to childcare facilities within Essex. Some of these are struggling to remain viable, therefore it is recommended that future consultation and engagement be undertaken with ECC on what opportunities may be available to the respective authorities. ECC welcome discussions on parents’ journey to work patterns, particularly along the M11 and West Anglian rail corridors where there are currently childcare facilities that may have the opportunity for expansion to accommodate future growth and development.

• Maintaining biodiverse green spaces. • Building to passive house standards with each home generating renewable energy through solar panels. • Safe, convenient and high-quality cycle routes everywhere, providing everyone with the opportunity to safely cycle for everyday transport purposes if they want, or to combine cycling with public transport.

Utilities will need to be carefully considered alongside new development proposals. As the move to electric cars takes place, the burden on the electricity grid (for vehicle charging) becomes much greater. New developments will need to consider new ways of generating electricity to enhance grid supply. Options currently include geo-thermal heating and photovoltaic cells. Such an investment in new infrastructure can best be achieved on larger, mixed use developments that allow heat to be used efficiently by transfer from employment buildings, which need heat during the day, and homes that require maximum heating during the evenings

Lolworth Developments Ltd (LDL) has submitted a 100ha employment site proposal to the 'Call for Sites' consultation in March 2019. LDL has submitted further supporting evidence as to why the site is the best location to serve the area and the 'final mile' into Cambridge. See Strategic Case Report and Vision Document submitted under Q2. Large developments require energy and drainage capacity appropriate to the scale of development and its usage. LDL's proposal of 100ha employment will deliver a development and its future use which responds to the Council's net zero carbon challenge/policy intent. LDL would like to dicuss its planned innovations for building materials, on-site energy production, use and management of water, additional tree planting and digital infrastructure plans. Summary Lolworth Developments Ltd's (LDL) priorities for new infrastructure will respond appropriately to service large developments requiring energy and drainage capacity appropriate to the scale of development and its usage. LDL's proposal of 100ha employment will deliver a development and its future use which respons to the Council's net zero carbon challenge/policy intent. LDL would like to discuss its planned innovations for building materials, on-site energy production, use and management of water, additional tree planting and digital infrastructure plans. Summary of Comments: Please see summary above.

Thakeham is of the view that priorities for new infrastructure should be improved sustainable transport links between new settlements, existing villages and the centre of Cambridge. This not only includes the proposed Greenways, but also the proposed new East-West rail link from Cambridge to Bedford which will provide new stations west of Cambridge at Cambourne and St Neots/Sandy area, which is key to improving connectivity between existing villages and Cambridge/Bedford. These planned routes will make outlying existing villages more sustainable, particularly where there are existing bus services that can be further improved and reduce reliance on the centre of Cambridge. This approach will enable the benefits of economic growth to be dispersed across the District. Public transport should be a priority for new infrastructure and new developments should be designed to encourage and prioritise this. As an infrastructure-led developer and one of 12 members of the NHS Healthy New Towns network, Thakeham plan, design and deliver infrastructure early in our construction programme with pedestrian/cycle movement prioritised over the car. Improved sustainable transport links that benefit both existing settlements and new homes will assist the Councils’ in meeting their zero-carbon aspirations for the Plan period.

Lolworth Developments Ltd (LDL) has submitted a 100ha employment site proposal to the 'Call for Sites' consultation in March 2019. LDL has submitted further supporting evidence as to why the site is the best location to serve the area and the 'final mile' into Cambridge. See Strategic Case Report and Vision Document submitted under Q2. Large developments require energy and drainage capacity appropriate to the scale of development and its usage. LDL's proposal of 100ha employment will deliver a development and its future use which responds to the Council's net zero carbon challenge/policy intent. LDL would like to dicuss its planned innovations for building materials, on-site energy production, use and management of water, additional tree planting and digital infrastructure plans. Summary Lolworth Developments Ltd's (LDL) priorities for new infrastructure will respond appropriately to service large developments requiring energy and drainage capacity appropriate to the scale of development and its usage. LDL's proposal of 100ha employment will deliver a development and its future use which response to the Council's net zero carbon challenge/policy intent. LDL would like to discuss its planned innovations for building materials, on-site energy production, use and management of water, additional tree planting and digital infrastructure plans. Summary of Comments: Please see summary above.

There will be strategic and local priorities. All should reflect today’s agenda: energy conservation, resources conservation, recycling, holistic approach, reducing carbon emissions and delivered on time.

4.92 The background to this is more about utilities, and digital infrastructure, so others would be better placed to answer. However, we could provide input about ensuring that there is sufficient investment to support the electrification of transport modes.

The transport network in and around Cambridge is often highlighted as a constraint to growth. The CPIER, as one of its Key Recommendations, cites that "a package of transport and other infrastructure projects to alleviate the growing pains of Greater Cambridge should be considered the single most important infrastructure priority facing the Combined Authority in the short to medium term". Marshall recognise that, in order to maximise the scale of the opportunity at Cambridge East 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. As such, Marshall support the Mayor's proposals for the CAM and the GCP's Eastern Access study, which is exploring how to improve journey times into the city from the east. To unlock full growth at Cambridge East, it is important that the Local Plan commits to a new transport network and directly supports delivery of the CAM, including an eastern arm, of which the rapid transit link serving Cambridge East can form the first phase. Explicit policy support for a rapid transit link between the Site and Cambridge Station should be included in the Local Plan to enable growth to the East.

A properly integrated development of East-West Rail following the CambsBed RailRoad northern route into the City, coupled with re-opening of the Colne Valley line to Sudbury, providing a third rail route to London. This line should be equipped with modern signaling and passing tracks at Cambourne and St Neots/Tempsford station, this allowing Metro services to share the tracks and operate around the City, Northstowe and Cambourne/Bourne. Re-railing of the guided busway to St Ives and reconnection through to Huntingdon to serve Alconbury Weald with a Metro service. More effective bus-rail interchange at all stations. Provision of water supply without further damage to our rivers and the precious chalk streams. Provision of sufficient, safe, well managed electricity supply. No more roads.

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.

7.5 Janus Henderson are supportive of the promotion of non-car and active modes of travel and delivering a highly connected, and accessible development by walking, cycling and public transport. In particular, the delivery of transport projects such as Fulbourn Greenway would help to deliver sustainable development by offering sustainable transport connections.

It is noted that the Local Plan will need to consider how our water and wastewater infrastructure is developed to meet the needs of new development, and to increase efficiency so we are resilient to our changing climate". See also the additional relevant items discussed elsewhere in this response.

Transport CUH supports any improvements in the interconnectivity of the Addenbrooke’s Campus. Detailed representations were submitted to the Cambridgeshire & Peterborough Combined Authority’s consultation (dated September 2019), in line with the text below. Cambridge South Station The installation of a new station at Cambridge South (adjacent to the campus) is of paramount importance to supporting the management of transport requirements in the future. The potential for the station to serve as both start of journey and destination is recognised and any public transport measures that support its establishment are supported. CUH would also strongly support any station facility being created as a transport interchange, supporting links with the Cambridgeshire Autonomous Metro (CAM) and safe segregated cycle and walking routes for onward travel. Cambridgeshire Autonomous Metro – (CAM) & GCP Corridor Schemes The development of the CAM would ensure that many more journeys to the campus are sustainable. The potential for high quality, high frequency, affordable, reliable, segregated public transport offerings connecting transport hubs with the campus is welcomed and it would seem sensible to integrate such a system with a Cambridge South Station adjacent to the campus. The exact location of interchanges on campus would need to be agreed in terms of delivering the maximum benefit, and CUH would be keen to be part of the conversations. It is known that approximately 2000 staff and 2500 patients and visitors approach the campus from the direction of Haverhill, Linton and surrounding areas, with another 3000 approaching via the A505 and A11 corridors on a daily basis. Investment along this route, sited at the junction with the A11 and A505 interchanges would support inclusive growth and economic development. CUH strongly supports the long term vision for the development of the CAM network across the main corridor routes around Cambridge, serving established towns and villages as well as new communities (Cambourne, Northstowe, Bourn Airfield and Waterbeach). The connectivity and ease of travel which would be provided would support CUH staff who live further afield with a sustainable transport solution that is safe. To support the running of the hospital, CUH would be keen to see the services using the CAM system to operate over an extended day. M11 junction 11 intervention CUH is keen to see work undertaken at junction 11 of the M11 to install a travel hub (including extending and improving the existing park and ride services and access and egress routes), facilitating improvements to congestion in the area, and developing an interchange between car and metro, bus or cycle travel. It is anticipated that it will benefit a significant number of staff and visitors to the site. The existing park and ride at Trumpington is significantly oversubscribed and does not have sufficient secure cycle parking facilities to meet demand. A recent staff travel review has indicated that approximately 3500 staff approach the campus from the west on a daily basis. A428 proposals The CUH is supportive of proposals to bring forward an A428 (Oxford to Cambridge) expressway. The campus has a significant number of staff who live in the communities based along the corridor and can see that it is likely to see further growth over the next 20 to 30 years. The potential to link developments along this corridor with the south east access routes to the campus is particularly appealing. East/West Rail Links The CUH is supportive of proposals to bring forward an East/West rail link. The campus has a significant number of staff who live in the communities based along the corridor and can see that it is likely to see further growth over the next 20 to 30 years. The potential to link developments along this corridor with the south east access routes to the campus is particularly appealing, noting the decision of the preferred has been confirmed via Cambourne. This may also open up opportunities further afield for delivery of housing for CUH staff (for instance at Cambourne, or St Neots/Tempsford. A10 proposal The CUH is supportive of the proposals to develop the A10 both to the north and the south of the city. The potential for dual carriageway, along with junction improvements and the CAM as alternate offerings for journeys is seen to significantly alleviate congestion in the area. Approximately 1500 members of staff approach the campus from the north of the city on a daily basis and this intervention, along with access into the CAM, would significantly improve travel options to the campus. It needs to be noted, that the improved road infrastructure, may have the unintended consequence of improved access to the edge of Cambridge, but increased congestion for ‘last mile’ journeys. The coordinated introduction of measures to support road infrastructure such as the CAM and travel hubs would need to be carefully considered. Approximately 1500 members of staff approach the campus from the north of the city on a daily basis. Other infrastructure As proposals for new development are brought forward, including the proposed Children’s Hospital and Cancer Hospital, as well as the proposals to substantially redevelop the main Addenbrooke’s Hospital campus (Addenbrooke’s 3), it is critical to ensure that there is sufficient capacity in wider networks in terms of water, electricity, and in the shorter term, gas. CUH encourages early dialogue with the main infrastructure providers to ensure that the growth planned in the Local Plan is matched with timely delivery of any required upgrades