Question 48. What do you think about siting development along transport corridors?

The most sensible way to expand Cambridge beyond the City.

Policies should support jobs and housing in the small towns around the region which already have good communities and transport links.

This should be incorporated as appropriate.

As long as you mean public transport and cycling corridors that’s fine. Car corridors is a disaster.

Please refer to M&M’s response to question 36, 27 and 42. For the reasons set out above M&M fully supports the strategy to site development along transport corridors.

Development is best suited to being located along transport corridors to promote sustainable development and transport issues should be considered from the earliest in accordance with Para. 102 of the NPPF. 7.8 Pace support the principle of siting development along transport corridors, in accordance with national planning policy and guidance which encourages 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. 7.9 104-112 Hills Road is located on a key public transport corridor, being within easy walking distance of Cambridge central station and the city centre. It is therefore in a highly sustainable location for growth.

9.10 Siting development along transport corridors is consistent with paragraph 103 of the NPPF which encourages 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. Siting development along transport corridors will also contribute to minimising the use of the private vehicle, promoting low-carbon modes of transport and leading to air quality improvements. Development located along transport corridors also improves wellbeing and inclusivity as new residents will have a range of transport options available in order to access their daily needs. 9.11 Land to the west of Cambridge Road, Melbourn presents an opportunity to locate development along transport corridors as it is located within close proximity to Meldreth Station which provides regular services to Cambridge and London. Meldreth station is accessible from the site by walking and cycling and the proposals could contribute to providing improvements at the station, for example increased cycle parking. The site is also located on the Cambridge to Royston cycle route, encouraging new residents to travel to key services and facilities in these locations by active modes of travel.

8.9 Siting development along transport corridors is consistent with paragraph 103 of the NPPF which encourages 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. Siting development along transport corridors will also contribute to minimising the use of the private vehicle, promoting low-carbon modes of transport and leading to air quality improvements. Development located along transport corridors also improves wellbeing and inclusivity as new residents will have a range of transport options available in order to access their daily needs. 8.10 Land south of Hattons Road, Longstanton presents an opportunity to locate development along transport corridors as it is located within close proximity to the Longstanton Park and Ride which provides regular services on the Guided Busway to Cambridge and St. Ives. The Park and Ride is accessible from the site by cycling and the proposals could contribute to providing improvement at the Park and Ride, for example increased cycle parking.

As already stated, Endurance supports the options of focussing development along public transport corridors and in particular considered Melbourn to be a highly attractive location for growth. In the case of the land at Melbourn this would focus growth on the A10 corridor at one of the larger more sustainable villages where there are opportunities to invest further in public transport. Unlike a number of other locations on primary transport corridors Melbourn also benefits from an existing mainline railway station at neighbouring Meldreth and crucially the land around the edge of the village and adjoining the A10 is not located in the Cambridge Green Belt. Plans for the greenway linking Cambridge to the village are also a key consideration. These beneficial factors therefore make Melbourn a suitable location for both employment and residential growth in the new local plan under several the suggested growth options (villages, transport corridors) over and above a wide number of less sustainable locations.

6.32 The Issues and Options document sets out the approach of focusing homes and jobs along key public transport corridors and around transport hubs, extending out from Cambridge. It suggests that this strategy could include expanding or intensifying existing settlements, or creating more new settlements (page 88). We wholeheartedly support this as a sustainable option. 6.33 As the consultation document states, the advantages of this approach include utilising opportunities for high quality public transport whilst also supporting the expansion of economic benefits outwards from Cambridge. Promoting the use of sustainable modes of transport is key to reducing road congestion and associated negative environmental impacts, including climate change. These factors weigh strongly in favour of a strategy of focusing development along public transport corridors. 6.34 With reference to the proposed development of land east of Cambridge Road, Hardwick, to create a village extension, this Site is located on the Cambourne-to-Cambridge public transport route (including a new Park and Ride facility at Scotland Farm). It also lies adjacent to the A428, which will form part of the future Cambridge-to-Oxford Expressway. In addition, East-West Rail will have a station at Cambourne, providing strategic links to other locations on the CAMKOX corridor. 6.35 The Issues and Options document highlights challenges associated with the use of land along transport corridors, including implications for Green Belt. However, this approach does not necessitate continual linear development along chosen transport corridors. Sites within and adjacent to existing villages and new settlements should be identified for development, whilst retaining countryside gaps to ensure the appropriate setting and amenity of settlements. Another identified challenge is the weight to be given to proposed new strategic transport infrastructure, including the level of certainty relating to delivery and timing. In this regard, the Councils will need to work closely with their strategic partners and other infrastructure providers. As the statutory development plan for the area, it is important that transport projects included within the Greater Cambridge Local Plan are realistic and have a clear timescale for delivery. 6.36 Directing growth to public transport corridors should focus on the sustainable development of existing villages. This should be a key element of the Local Plan’s spatial strategy for the plan period. Focusing development on transport corridors and within the best-connected villages will promote sustainable travel options, reducing dependence upon private vehicles and assisting in the creation of zero carbon communities in keeping with strategic policy objectives.

2.48 In order to achieve a move towards more sustainable modes of transport, and meet the net zero carbon target by 2050, it is considered very important that employment and residential development is sited along transport corridors. Without easy access to public transport, or cycling and walking routes, there will continue to be a reliance on the private car. 2.49 As has been set out above, Milton forms a sustainable location for development, largely owing to its location along a key transport corridor. Milton is bordered by both the A14 and the A10. Milton is highly accessible and is linked by a pedestrian and cycle bridge over the A14 to the Cambridge Science Park. Cambridge Research Park is accessible by footway, cycle path and bus to the north along the A10. The site is some 1.0km from a Park and Ride site which gives direct access to the Science Park, the area covered by the North East Cambridge Area Action Plan and the Centre of Cambridge and within about 1.75km of Cambridge North Railway Station. Regular bus services serve the village linking it to Cambridge city centre to the south and Ely to the north, including the Guided Bus which has stops at the Science Park and Cambridge North Station. 2.50 The Cambridge and South Cambridgeshire Sustainable Development Strategy (2012) states that ‘access to high quality public transport, including bus and rail services, as well as cycling and walking routes is a key objective of the existing development strategy’. This document aims to enable sustainable development. It states that ‘locating jobs, housing and other services in close proximity is a key objective…to make efficient use of land and reduce the need to travel.’ The allocation of the Land at Ely Road, Milton site for residential and employment development would satisfy this objective.

8.9 Development is best suited to being located along transport corridors to promote sustainable development and transport issues should be considered from the earliest in accordance with Para. 102 of the NPPF. 8.10 M Scott Properties Ltd support the principle of siting development along transport corridors, in accordance with national planning policy and guidance which encourages 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. 8.11 Land at Frog End, Shepreth is located within a key public transport corridor, being within easy walking distance of Shepreth railway station providing direct links to Cambridge (a journey time of just 12 minutes), excellent cycle connections by dedicated cycle paths to Melbourn and Cambridge and the A10 running to the east of the village where numerous transport improvements are planned to deliver high quality public transport infrastructure. It is in a highly sustainable location for growth.

2.43 In order to achieve a move towards more sustainable modes of transport, and meet the net zero carbon target by 2050, it is considered very important that residential development is sited along transport corridors. Without easy access to public transport, or cycling and walking routes, there will continue to be a reliance on the private car. 2.44 As has been set out above, development in Teversham would help facilitate a shift away from car use, and certainly reduce any journey times by car owing to its proximity to Cambridge. Teversham is highly accessible and is linked to the edge of Cambridge by footways. Teversham is also linked to Cambridge for cyclists via local links on road and separate from traffic. The site is less than 2 miles from a Park and Ride site which gives direct access to the Centre of Cambridge. Bus services serve the village linking it to Cambridge, along with nearby villages and town. The closest railway station to the site is Cambridge Station, which is just less than 5 miles from the site. 2.45 The Cambridge and South Cambridgeshire Sustainable Development Strategy (2012) states that ‘access to high quality public transport, including bus and rail services, as well as cycling and walking routes is a key objective of the existing development strategy’. This document aims to enable sustainable development. It states that ‘locating jobs, housing and other services in close proximity is a key objective…to make efficient use of land and reduce the need to travel.’

The provision of development along public transport corridors is a logical way to deliver development that will encourage the use of sustainable transport methods to access both employment and day to day services. Development in these locations is therefore supported. The proposed Cambridge South East Transport - Better Public Transport Project will enable the already sustainable settlements of Sawston and Stapleford to become even more sustainable due to the increased linkages between settlements and employment locations created as a result of the new public transport route. Locating development within public transport corridors would enable this opportunity to be maximised. Moreover, this approach is also considered to be in conformity with the NPPF which is clear 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 is recognised as being able to help reduce congestion and emissions and improve air quality and public health. Paragraph 72 of the framework sets out that “The supply of large numbers of new homes can often be best achieved through planning for larger scale development, such as new settlements or significant extensions to existing villages and towns”. It continues that in establishing such locations, strategic policy-making authorities should “consider the opportunities presented by existing or planned investment in infrastructure” and that there should be sufficient access to services and employment opportunities, either as an integral part of the development of via good access to larger towns. The delivery of the Better Public Transport Project is a planned piece of infrastructure which can support significant new strategic growth and as such development proposals such as those outlined in these representations are optimally located to take advantage of newly created accessibility.

Q48: What do you think about siting development along transport corridors? Focusing homes and jobs along key public transport corridors and around transport hubs extending out from Cambridge could be achieved by focusing growth around the towns and villages located along these routes and this is strongly supported. Summary of Comments: Growth should be focussed within transport corridors to enable growth.

7.1. Savills (UK) Ltd are instructed by xx to make representations to the Greater Cambridge Issues and Options Local Plan (January 2020) in respect of their land interests to the east of the A505 Royston. 7.2. We support the concept of siting development along key transport corridors. Not only are there opportunities for high quality public transport as noted in the Issues and Options document, but it will also ensure new communities are better connected to Cambridge and the wider region. 7.3. The Issues and Options document does not identify what it considers to be key transport corridors. We have therefore identified these as: existing and proposed rail corridors and greenway corridors, the A14, the A428, the A10, the M11, the A505 and the A11. 7.4. Whilst it is appreciated Figure 32 is a concept illustration, it is important to note that there are key transport corridors in Greater Cambridge, specifically the A505 and A11, which serve the wider area but do not directly lead to Cambridge. These corridors should also be considered as part of any development strategy. 7.5. Our clients site is located at the junction of the A10 and the A505 and consequently is served by two transport corridors in the region. The city of Cambridge is located 11 miles north east, and is connected by a cycle track along the A10. The site is also located within 2km of Royston Train Station which provides direct services to Cambridge (15 minutes) and London Kings Cross (42 minutes). 7.6. It is important that the Councils consider growth within Greater Cambridge not in isolation but in spatial terms, where development can proceed close to existing sustainable locations. Our clients land adjacent to Royston has the ability to bring forward a significant development opportunity in a sustainable location having regard to the sustainable credentials of Royston which whilst located just outside the plan boundary forms a critical and integral part of cross-boundary working.

Trinity College Cambridge gives very strong support to siting employment development along highvolume public transport corridors round the edge of Cambridge within the currently defined Green Belt where exceptional circumstances exist. In accordance with the NPPF19 the planning system should actively manage patterns of growth focusing significant development in locations which are sustainable, limiting the need to travel and offer a genuine choice of transport modes. 19 NPPF paragraph 102 and 103 Trinity College Cambridge are committed to transforming a parcel of agricultural land adjacent to the Cambridge Science Park into a world-leading centre of excellence in skilled manufacturing and development. The site is strategically located in the north of Cambridge within 6km of circa 43,600 new homes planned by 2031. This includes • homes within walking and cycling distance being promoted through the North East Cambridge Area Action Plan. • 6,500 new homes at Waterbeach connected via improved cycle access on Mere Way, and through the Waterbeach Transit Corridor. • 10,000 new homes at Northstowe already connected to Cambridge Science Park via the Guided Busway and integrated cycle routes. Branded Cambridge Science Park North, it will be an extension of, and benefit from the successful innovation eco-system of the globally renowned Science Park It will promote social inclusion by creating skilled, well paid jobs in local companies for people with no university education where they will work alongside graduates from Cambridge and other universities around the world. The Centre will be nestled in 250 acres of stunning parkland with recreational facilities open to local residents. It will be an early adopter of environmental initiatives including green transport, waste management, energy, ecology and smart buildings; it will also provide a testbed for companies developing sustainable products and services in Cambridge and further afield. Development of skilled manufacturing and development at Cambridge Science Park North ensures the following: • Active and public transport corridors can be prioritised ahead of roads; utilising and increasing capacity on the existing guided busway and linking new development to improvements to Mere Way and the CAM to Waterbeach. • Proactively siting employment destination development along transport corridors as a strategy is consistent with the wider aspirations of CAM. • Siting employment development along public transport corridors will help to reduce incommuting congestion issues on the road network. • As a strategy increasing the accessibility of employment locations can help achieve carbon net zero goals. • Where strategic infrastructure is proposed within plans prepared by transport authorities, but the level of certainty is unknown, Local Plan led development along such infrastructure will help prioritise these and improve business cases.

Transport corridors provide valuable opportunities to underpin new development and to provide for sustainable modes of transport for the new residents. Linton is well-placed on the A1307 transport corridor. Improvements to this road are underway with more long-term solutions under consultation. The local improvements to this road include, but are not limited to: ● Improvements to the traffic light system within the village centre; ● The provision of a bus lane along the southern entrance into the village; ● Revision to the speed limits along the road; ● Improvements to the Dean Road Junction with the A1307; and ● Potential improvements/provision of a roundabout at the junction with Horseheath Road. Linton should accommodate some growth to align the location of new development with investment in infrastructure and improved transport corridors.

8.6 Development is best suited to being located along transport corridors to promote sustainable development and transport issues should be considered from the earliest in accordance with Para. 102 of the NPPF. 8.7 Jesus College support the principle of siting development along transport corridors, in accordance with national planning policy and guidance which encourages 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. 8.8 Land North of Station Road is located on a key public transport corridor and is in one of the most connected areas for public transport within the whole of Greater Cambridge, being within easy walking distance of Cambridge central station, the city centre and a vast number of bus services. It is in a highly sustainable location for growth

3.44 Locating development along transport corridors is central to the way in which planning and development appears to be moving towards: sustainable and accessible. The importance of this is reflected in the NPPF, paragraph 103; “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”. 3.45 The necessity of locating development along transport corridors is reinforced in ‘big themes’ of the Greater Cambridge Local Plan: “Committed infrastructure proposals being progressed by Greater Cambridge Partnership will provide significant transport capacity to support the delivery of committed development.” 3.46 As set out above, Linton is located along the route of the new Addenbrookes to Haverhill rapid transit bus route and we are supportive of growth along key transport corridors.

57. Focusing growth along transport corridors is strongly supported. 58. Focussing homes and jobs along key public transport corridors and around transport hubs extending out from Cambridge could be achieved by focussing growth around the towns and villages located along these routes, particularly those further from Cambridge City Centre and not within the Green Belt. Siting development along these corridors would capitalise on improved connectivity and transport networks that are currently the focus of the GCP. The GCP are developing a number of transport infrastructure projects around the City of Cambridge to ease congestion, make it easier for people to travel and keep the Greater Cambridge area well connected. Such schemes include a proposed South West Travel Hub at Junction 11 of the M11, to further improve park and ride facilities and improve cycle links to the City Centre. 59. As outlined above, the GCP are currently assessing the potential for a Travel Hub in Foxton to encourage more people to use public transport and the existing rail service which will be key in further improving the village’s sustainability and suitability for catering to more growth. The proposed Cambridge South Station, will further enhance the sustainability of Foxton, in that it will provide direct and quick access from Foxton to Addenbrookes Medical Campus. 60. Paragraph 5.3.6 of the Issues and Options document addresses that one of the challenges that may impact the approach to developing along transport corridors, would be that many locations along transport corridors are within the Green Belt, and as such could have implications that fundamentally change the nature of Cambridge. While my client’s land is located within the Cambridge Green Belt, it is so well-related to the railway station and plays a limited role in the purposes of the green belt that it should be considered as a location for development. 61. Summary: Strong support for housing and economic growth in locations with good access to existing public transport such as Foxton railway station.

42. Focusing growth along transport corridors is strongly supported. 43. Focusing homes and jobs along key public transport corridors and around transport hubs extending out from Cambridge could be achieved by focusing growth around the towns and villages located along these routes, particularly those further from Cambridge City Centre and not within the Green Belt. Siting development along these corridors would capitalise on improved connectivity and transport networks that are currently the focus of the Greater Cambridge Partnership (GCP). The GCP are developing a number of transport infrastructure projects around the City of Cambridge to ease congestion, make it easier for people to travel and keep the Greater Cambridge area well connected. Such schemes include a proposed South West Travel Hub at Junction 11 of the M11, to further improve park and ride facilities and improve cycle links to the City Centre, and a Travel Hub in Foxton to encourage more people to use public transport and the existing rail service. Both are along the commuting route on the A10 north from Meldreth. The Greenways cycling routes will serve the locality from the centre of Cambridge and plans are also well-progressed for a cycling route from Melbourn to Royston. 44. The proposed Cambridge South Station, will further enhance the sustainability of Meldreth, in that it will provide direct and quick access from Meldreth to Addenbrookes Medical Campus and the sixth form colleges at Long Road. 45. Paragraph 5.3.6 of the Issues and Options document addresses that one of the challenges that may impact the approach to developing along transport corridors, would be that many locations along transport corridors are within the Green Belt, and as such could have implications that fundamentally change the nature of Cambridge. Table 1 shown above, portrays that there are a number of Group Villages including Meldreth which are either not located within the Green Belt or abut the Green Belt to one side. Foxton, Shepreth and Meldreth are villages within the District that are located on the railway line from Cambridge to London and are not located within the Green Belt and are capable of sustaining additional growth.

9.11.1 Gladman are supportive of the Councils siting an element of growth along key transport corridors due to the significant sustainability benefits that this would bring with it. Notwithstanding this support, Gladman recognise that it will not be possible or appropriate to direct all of the necessary growth to these locations and like the other approaches identified in the consultation document, a combination of elements is likely to be the most appropriate strategy. 9.11.2 Gladman also recognise the importance of maximising growth opportunities in close proximity to sustainable transport options. An example of this being directing a degree of growth to villages with train stations which offer regular services to higher order settlements.

11.1 A key issue in Cambridgeshire is traffic levels and congestion into and out of the City, particularly at peak times. The Local plan should seek to ensure development is located within sustainable locations in a bid to reduce the reliance on the car and promote usage of sustainable transport systems. As a result, development along transport corridors could bring some significant benefits. 11.2 Coton already has excellent foot and cycle links into Cambridge off the main road network. It is also directly adjacent the preferred route for the Cambridge to Cambourne Autonomous Metro. This is an off-road route for buses/metro vehicles to move between Cambourne, the new development at Bourn Airfield, the proposed Park and Ride site at Hardwick, and Cambridge. The proximity of the route to Coton suggests it is an ideal location for an additional stop. This would create a similar scenario to the existing Cambridgeshire Guided Busway, which has stops at numerous villages along its route. 11.3 Coton will also benefit from the enhancement of the Comberton Greenway. This will provide an upgrading off road vehicle and pedestrian route into west Cambridge and will include an upgrading crossing over the M11. This will further benefit Coton residents and promote sustainable methods of travel. 11.4 Both the Greenway and Metro route are shown on the plan below, which itself is annotated from Figure 22 within the Issues and Options Document. 11.5 Coton already benefits from good cycle and pedestrian links into Cambridge. It will also benefit from two committed infrastructure projects which will further increase its sustainability credentials. It is, therefore, well placed for its existing and future residents to benefit from the transport corridor in its vicinity.

Achieving development along transport corridors is a sustainable approach to development that complies with the guidance asserted in the National Planning Policy Framework. Directing growth towards these transport corridors encourages uptake of public transport over and above the use of private cars, which aids in reducing carbon emissions, improves air quality and alleviates highway congestion. Whilst not directly referenced by the Framework to implement housing development, it does however stress that where it is recognised that an area benefits from high levels of accessibility by way of public transport, Authorities are encouraged to seek increased densities. This should be interpreted so that higher residential densities should be achieved towards locations, such as transport corridors, which demonstrate good accessibility to public transport. Implementation of development at these locations should be regarded as sustainable development given that they will be less reliant on the use of heavily polluting private cars. Settlements located on transport corridors are sustainable locations for development within the new Plan period given that they are able to demonstrate better accessibility to public transport, encouraging shift away from use of private cars. Waterbeach is such a settlement which should be considered as an appropriate location for new growth given that it benefits from access to a mainline train station positioned on the Fen Line between Cambridge and Ely. This allows residents to access the rapidly expanding jobs market in Cambridge via public transport, rather than reaching it by car, which is considered to be a sustainable approach to commuter travel. Such means of access to employment should be encouraged and therefore directing new development towards these locations demonstrates a sound and appropriate strategy that needs to be incorporated into the emerging spatial strategy. The appropriateness of Waterbeach as a location for development is further reinforced by the strategic allocation made at the former RAF land to the north of the original village. Whilst the strategy includes relocation of the existing railway station to better serve the strategic growth area, the basis for this allocation recognises the benefits of the rail station in supporting such a degree of growth at the settlement. Whilst this strategic direction establishes the benefits of the rail station in terms of boosting the sustainability credentials of Waterbeach, it does not necessarily preclude other options for growth the village. It is considered that the land under the control of Southern and Regional Developments (Waterbeach) at Bannold Road, Waterbeach represents an opportunity to secure sustainable residential development that is able to complement the new town coming forward at the village. Given that strategic allocations have long lead-in times as a result of complex delivery requirements and infrastructure provision, smaller more rapidly deliverable sites should be identified to ensure the maintenance of a robust housing supply. The site at Bannold Road, Waterbeach is of a size that can demonstrate rapid lead-in and construction time and therefore support housing delivery at the settlement which has been recognised as an appropriate and sustainable location to achieve new housing growth. As such, by considering development at transport corridors, the emerging spatial strategy will be able to implement a robust approach that ensures that the objective identified need can be met. Summary of Comments: Identifying sites for development at transport corridors is a sustainable approach and should be considered for the new spatial strategy.

The Trust recognises that development on land adjacent to transport corridors may offer a sustainable option but only where this encourages modal shift to public transport and would not compromise the integrity of the Green Belt. See also our comments on Questions 39 and 45.

• There seems to be some confusion about the concept of ‘transport corridors’. We have heard them described as both a series of nodes along a public transport route (such as distinct villages around rail stations) as well as ribbon development (development alongside a transport route which coalesces into a contiguous, or near contiguous strip of development, such as Trumpington/Shelford/Stapleford along the A1301). Because this is unclear, we feel that this question is flawed from a consultation point of view and that the Council should not use responses to this question to inform its policy thinking. • We have serious concerns that a ‘transport corridor’, such as a busway or CAM line, will inevitably attract development because of the improved transport opportunities, and will thus quickly become a ‘development corridor’. We strongly oppose ribbon development radiating out from Cambridge which would divide the Green Belt into isolated wedges that would be steadily eroded away by more development as the corridors expanded. However, we would not object in principle to nodes along public transport routes such as rail lines, provided a policy is enforced to prevent such nodes from coalescing into contiguous ribbon development

Transport should be a key consideration in the siting of all developments.

Locating a new development on a transport corridor needs careful consideration. The proposals should include appropriate mitigation to ensure there is no adverse impacts particularly on strategic infrastructure. New developments should not jeopardise existing settlements’ relationships to the transport corridor or create undue pressure on the transport link. The capacity of the transport corridor should be safeguarded, with potential for it to be enhanced as a result of additional proximate growth. More specifically the ability to redouble the Cambridge to Ipswich rail line should not be compromised by future development.

There is clearly an argument for this option in climate change and net zero carbon terms. However, it would only be acceptable from a biodiversity and nature recovery network perspective if these corridors avoided priority areas for habitat creation and landscape enhancement within the nature recovery network, as well as protecting any high value nature conservation sites along those corridors. As in practice a mixture of approaches is likely to be chosen, we will judge the sustainability of the Local Plan based on whether it is likely to avoid impacts on high value nature conservation sites and connecting nature recovery areas, helps deliver a doubling of nature and a nature recovery network, and results in a net gain in biodiversity.