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

Siting development in transport hubs (not ribbon development along corridors) is potentially a more sustainable option than some other development patterns. However development should not be planned in the south of the district as it will encourage long distance commuting to London.

“Along” implies a ribbon style development along the major roads with the increased exposure to pollutants, and noise, as well as encouraging car travel to work. We prefer siting “blobs” of development to encourage social communities, places for employment and facilitating modern transport infrastructure (be it rapid buses, tram ways or minirail) to encourage use of public transport to work. Before work starts, how harmful traffic pollutants will have an effect on residents and how this will be mitigated must be considered and agreed.

1.63 Development along highway corridors results in heavily car dependent developments such as Cambourne. The financial implications of then retrofitting these developments with public transport is significant and often results in suboptimal routes. Public transport corridors are better but can still be too heavily dependent on the level of certainty over delivery and timing of enhanced public transport infrastructure. Cambourne and Bourn Airfield demonstrate this with the considerable delay to the Cambourne to Cambridge Better Bus Journeys proposals as a result of concerns about routing options. 1.64 Cycle infrastructure is often faster and easier to deliver. The proposed Comberton greenway is a good example of what can be delivered within the majority of existing highways land. The proposed greenways that are to be delivered across the district add further weight to the development of sites along these cycle corridors, sites like our clients’ at Branch Road.

1.61 Development along highway corridors results in heavily car dependent developments such as Cambourne. The financial implications of then retrofitting these developments with public transport is significant and often results in suboptimal routes. Public transport corridors are better but can still be too heavily dependent on the level of certainty over delivery and timing of enhanced public transport infrastructure. Cambourne and Bourn Airfield demonstrate this with the considerable delay to the Cambourne to Cambridge Better Bus Journeys proposals as a result of concerns about routing options. 1.62 Cycle infrastructure is often faster and easier to deliver. The proposed Comberton greenway is a good example of what can be delivered within existing highways land. The proposed greenways that are to be delivered across the district add further weight to the development of sites along these cycle corridors, sites like our client’s at Bennell Farm.

The answer to this question depends entirely on the nature of the transport corridor and particularly the range of options that exist for sustainable travel within them. In this context the location of North Cambourne is exceptional in terms of the range of sustainable transport options that exist and are planned. The announcement of the favoured route for East West rail to pass by Cambourne means that the town will be able to benefit from a modal shift in journeys from road (by car) to rail. Cambourne will therefore become a more sustainable location both for existing residents and for new development. Cambourne is also to benefit from the proposed Cambridge Autonomous Metro, which could be provided initially as a Park and Ride site, linked to the rail station (by cycle routes and local bus). MGH proposes that the location of Park and Ride in the A428 corridor should now be subject to review to ensure that the selected option reflects the very significant change in circumstances that have arisen since the Scotland Farm location was first selected in 2017. It appears that this option no longer provides maximum benefit in terms of the potential for interchange between public transport services and a location near to Cambourne is to be preferred on this basis.

Q48 - What do you think about siting development along transport corridors? Lolworth Developments Ltd (LDL) has submitted a 100ha employment site proposal to the 'Call for Sites' consultation in March 2019. LDL has submitted further supporting evidence as to why the site is the best location to serve the area and the 'final mile' into Cambridge. See Strategic Case Report and Vision Document submitted under Q2. LDL's proposal for 100ha logistics based development requires as a necessity a key position on the strategic transport corridor for ease of access and to serve the 'last mile' in and out of Cambridge. Not only will this location support economic benefits out of Cambridge but will benefit inside Cambridge by carbon reducing vehicles using LDL's Bar Hill site as a travel hub and providing relocation opportunities for existing employment sites in Cambridge to make way for housing on those sites allocated for housing in the city area. An additional benefit of LDL's site is that it is not located in the green belt - considered a challenge for new strategic transport infrastructure set out under para 5.3.6 of the First Conversation document. Summary LDL's proposal for 100ha logistics based development requires as a necessity a key position on the strategic transport corridor for ease of access and to serve the 'last mile' in and out of Cambridge. Not only will this location support economic benefits out of Cambridge but will benefit inside Cambridge by carbon reducing vehicles using LDL's Bar Hill site as a travel hub and providing relocation opportunities for existing employment sites in Cambridge to make way for housing on those sites allocated for housing in the city area. An additional benefit of LDL's site is that it is not located in the green belt - considered a challenge for new strategic transport infrastructure set out under para 5.3.6 of the First Conversation document. Summary of Comments: Please see summary above.

Lolworth Developments Ltd (LDL) has submitted a 100ha employment site proposal to the 'Call for Sites' consultation in March 2019. LDL has submitted further supporting evidence as to why the site is the best location to serve the area and the 'final mile' into Cambridge. See Strategic Case Report and Vision Document submitted under Q2. LDL's proposal for 100ha logistics based development requires as a necessity a key position on the strategic transport corridor for ease of access and to serve the 'last mile' in and out of Cambridge. Not only will this location support economic benefits out of Cambridge but will benefit inside Cambridge by carbon reducing vehicles using LDL's Bar Hill site as a travel hub and providing relocation opportunities for existing employment sites in Cambridge to make way for housing on those sites allocated for housing in the city area. An additional benefit of LDL's site is that it is not located in the green belt - considered a challenge for new strategic transport infrastructure set out under para 5.3.6 of the First Conversation document. Summary LDL's proposal for 100ha logistics based development requires as a necessity a key position on the strategic transport corridor for ease of access and to serve the 'last mile' in and out of Cambridge. Not only will this location support economic benefits out of Cambridge but will benefit inside Cambridge by carbon reducing vehicles using LDL's Bar Hill site as a travel hub and providing relocation opportunities for existing employment sites in Cambridge to make way for housing on those sites allocated for housing in the city area. An additional benefit of LDL's site is that it is not located in the green belt - considered a challenge for new strategic transport infrastructure set out under para 5.3.6 of the First Conversation document. Summary of Comments: Please see summary above.

11.1 Transport corridors present potential sustainable locations for new development, as well as better connecting rural areas to important facilities, services and employment areas. However, the development strategy needs to consider sustainability in a holistic way by considering other factors that contribute to the sustainability of existing and new settlements. 11.2 As previously mentioned, the settlement hierarchy has defined the sustainability of each village as determinate rather than giving merit to its transformative potential through sustainable development. We are not arguing here for a removal of the settlement hierarchy, but a recalibration measured against levels of services and facilities in each settlement and potential sustainability enhancing measures such as: • Transport improvements that better connect villages to surrounding larger settlements, employment areas or service centres – particularly where this can be provided without adding traffic to congested roads – i.e. the busway; • Local transport enhancements that provide more sustainable travel options to services and facilities and/or ease of access for satellite villages surrounding larger or better served settlements e.g. new footpaths/cycleways, real time bus stops; • Increasing capacity of local community facilities to better serve local needs; • Provision of new community services and facilities e.g. play areas, new business incubators; • New housing that provides different sizes, types and tenures to meet the needs of different groups in the community and supports a greater demographic mix; • Provision of much needed affordable housing; • Local employment generation; • New or enhanced access to public open space and recreation (i.e. health and wellbeing gains); and • Net gain in biodiversity and opportunities to ‘scale-up’ local green infrastructure networks. 11.3 The above factors present scope to expand village populations in a sustainable way; the degree of expansion will need to be scored against the level of existing and potential sustainability levels. Not all village settlements will be equal in this regard and therefore a scoping exercise will be required to assess each settlement and preferably define an extent of housing supply matched with new housing land allocations.

South Cambridgeshire is a rural District where accessibility by a variety of modes of transport is not always available. Previous appeal decisions have acknowledged the value of multi-modal trips, known as kiss&ride, park&ride, whereby it is considered sustainable to drive to a transport hub or node to access a more sustainable mode for the major onward part of a journery. Additionally, the network of bus services is a vital component of rural communities and facilitates access to higher order settlements for a wider section of the population. In this context, whilst there are obvious benefits to locating development on transport corridors, proximity to those corridors is part of a wider consideration of supporting and enhancing the vitality of existing communities. A significant advantage and benefit of the site at Park Lane, Dry Drayton is the accessibility of bus services to neighbouring higher order settlements such as Bar Hill where additional facilities and onward bus routes provide an important service to those in Dry Drayton without private car access. The support of such services through additional population benefits the existing population in terms of the availability of alternative transport modes. Additionally, the increased population would result in the support of services and facilities within the village, such as the village hall, school and pub which, along with the proposed public open space, will reduce some of the need to travel by whole community.

More acceptable and a greater chance of sustainability.

There would be benefits to siting development along public transport corridors, both existing and proposed. However, as ever, consideration will also need to be given to any impact on the historic environment.

4.100 For the reasons given in response to preceding questions, we strongly believe that siting development along transport corridors will assist in alleviating pressure on the main conurbation i.e. Cambridge. 4.101 This also has the benefit of expanding the economic benefits to areas outside of Cambridge through job creation, which in the case of Brickyard Farm is estimated in excess of 1,000 full time equivalent jobs during construction phases and between 2,900 and 3,260 full time equivalent jobs during operational phases, which can be drawn from several conurbations along the A14 and other routes.

9.12 Development is best suited to being located along transport corridors to promote sustainable development. 9.13 Trinity College supports the principle of siting development along transport corridors, in accordance with Para. 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. 9.14 The Gas Field, Madingley Road is located in a sustainable location with public transport connections that offers sustainable and active modes of transport. Madingley Road Park and Ride is adjacent to the site and offers regular bus services into Cambridge. There are also two bus stops adjacent to the site on Madingley Road (services 8, Citi 4, H X3) offering regular services into and out of Cambridge. Junction 13 of the M11 is also next to the site. Various cycleway and pedestrian access improvements are proposed for Madingley Road as part of an open consultation, including a new toucan crossing for pedestrians and cyclists at Madingley Road Park and Ride, additional bus stops and the widening of footways and additional cycle lanes which would improve connectivity to the site and the surrounding area.

That is already being done and it is one reason why we think a more integrated approach to East-West Rail and a northern approach into Cambridge should be followed. Due to the risk to human health, especially among children and those with ill health who are compromised by air pollution including harmful particulates, dust and noise created by motor cars and HGV's, development close to fast roads such as the A14 and congested roads such as the A10 should be avoided.

7.6 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. 7.7 Brookgate and Aviva 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. 7.8 Kett House and 10 Station Road are located on a key public transport corridor, being within easy walking distance of Cambridge central station which 300 metres to the east of the site, and the city centre is only 1km to the north west of the site. The site is therefore in a highly sustainable location for growth.

- This is important – see the response to Q42 Answer to Q42 - Major new developments appear to be the main component of meeting the growth targets for housing and employment. It follows that sites with good transport connections are preferable.

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

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 Brookgate 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 The proposal is located on a key public transport corridor, next to Cambridge North train station making it a highly sustainable location for growth.

Summary: Support for a blended spatial strategy that includes growth along existing transport corridors, and/or where transport improvements are proposed. Full comment: Focusing development along transport corridors is an appropraite part of any blended spatial strategy. My client acknowledges and supports the new Local Plan's emphasis on climate change, which is of critical importance. My client's site at land west of Station Road, Fulbourn benefits from its proximity to a good range of shops, services, and facilities with the village centre being located just 200 metres south-west of the site. Fulbourn already benefits from excellent existing bus services to employment locations such as the Cambridge Biomedical Campus/Addenbrookes Hospital, Cambridge railway station area, and the historic city centre. The Citi 1 and Citi 3 bus services provide a high frequency service to other parts of the City and there is an existing bus stop just 100 metres south of the site, which is very well placed to attract additional trip generation from the proposed new development. The site also benefits from its location adjacent to the Cambridge to Newmarket railway line, which will become a key part of the Eastern Section of East West Rail. Figure 22 within the Greater Cambridge Local Plan shows the planned major transport projects in Greater Cambridge in the Draft Local Transport Plan 2019. It specifically makes reference to double tracking of the Cambridge to Newmarket railway line, which at present is single tracked from Coldham's Lane Junction to Chippenham Junction, with the exception of a 1.5 kilometre long passing loop at Dullingham. The current single tracked section limits the provision of additional services and new railway stations along the route but double tracking would enable a much greater number of services to operate, as well as the opening of new railway stations along the line, which is a long-term aspiration for the route and could link the site to Cambridge's central railway station in 7-8 minutes. My client's land proposes safeguarding land adjacent to the Cambridge to Newmarket railway line to include provision for a new railway station at Fulbourn should it be required, and the provision of a high quality pedestrian link from the potential railway station site and the village centre could be provided. The Local Plan also advocates 'designing new development so that active ways of getting around like walking and cycling are supported, and there are real public transport alternatives to using the car'. In addition to its public transport credentials, land west of Station Road, Fulbourn also benefits from its proximity to a good range of shops, services, and facilities with the village centre being located just 200 metres south-west of the site. In addition, the Greater Cambridge Partnership (GCP) is seeking to deliver a new 'Greenway' through Fulbourn which consists of a cycleway linking the village with the City. Indeed the GCP states that 'Fulbourn is approximately 7km from Central Cambridge and with good provision is within relatively easy cycling distance of most major employment sites in Cambridge. Fulbourn itself is an important employment area. The case for high quality cycle routes is strong, Fulbourn being so close to the City'. My client strongly supports the Greenway proposals, which provide a further opportunity to help deliver modeal shift away from the private congestion, reduce pollution, and increase the health and well-being of residents and workers. In addition, the Greater Cambridge Partnership (GCP) is seeking to deliver a new 'Greenway' through Fulbourn which consists of a cycleway linking the village with the City. Indeed the GCP states that 'Fulbourn is approximately 7km from Central Cambridge and with good provision is within relatively easy cycling distance of most major employment sites in Cambridge. Fulbourn itself is an important employment area. The case for high quality cycle routes is strong, Fulbourn being so close to the City'. My client strongly supports the Greenway proposals, which provide a further opportunity to help deliver modal shift away from the private congestion, reduce pollution, and increase the health and well-being of residents and workers. By ensuring that new growth is well connected to existing alternatives to the private car, and along existing or proposed transport corrdiors, the new Local Plan can help to reduce congestion levels, and reduce carbon emission that contribute to climate change.

This principle should be prioritised if there is to be a step change in delivering sustainable growth with net zero carbon by 2050. This option is entirely capable of being achieved alongside a mix of other options, including new settlements beyond the Green Belt and potential dispersal to the rural areas to rebalance the housing markets within South Cambridgeshire administrative area.

Siting development along transport corridors is supported, provided that the modes of transport along those corridors is increased to facilitate cycling, walking and public transport links to the hospital.

CUHP does not feel it appropriate for us to comment on the specifics of the development strategy, but support the findings from the 2018 Cambridgeshire & Peterborough Independent Economic Review (CPIER). This concluded that, “a dispersal strategy, which seeks to relocate homes and businesses away from city centres is unlikely to be successful, as it is ‘agglomeration’ – the desire to be near other companies – that attracts companies to the area. Other options, such as densification, fringe growth, and transport corridors all have potential benefits, and should be pursued to an extent, though none should be taken to its extreme.” Any development sited along transport corridors will need to ensure that the modes of transport along those corridors is increased to facilitate cycling, walking and public transport links to the Cambridge Biomedical Campus.

Focusing development along transport corridors is an appropriate and essential part of any blended spatial strategy. My client acknowledges and supports the new Local Plan's emphasis on climate change, which is of critical importance, and clearly focusing development in locations that are well-related to proposed new transport infrastructure. My client's site at land north-east of Bourn is very well-placed to help towards achieving this aim. However, of particular significance is the East West Rail Company’s decision to support Route Option E, which would link existing stations at Bedford (Midland) and Cambridge with communities in Cambourne and the area north of Sandy and south of St Neots (Tempsford). This route was the favourite among respondents to that consultation and also provides the most significant benefits from every £ of taxpayers’ money spent. One of the principal objectives of the new railway is to support new housing and jobs growth and the Connecting Communities: The Preferred Route Options between Bedford and Cambridge Executive Summary specifically states that one of the reason for choosing this route as the preferred option is that it ‘could support much needed development of more affordable housing in areas including Bedford, between Sandy and St Neots and at Cambourne’. It ‘also connects the growing population of Cambourne with environmentally sustainable transport and could integrate with proposed improvements to the local transport network in South Cambridgeshire such as the busway extension and Cambridgeshire Autonomous Metro’. The CPIER acknowledges the role of Transport Corridors in delivering the spatial strategy. It states that’By ensuring good quality public transport development is in place before development, the number of those new residents who will use the transport in maximised. This is likely to be the best way to stretch some of the high-value businesses based within and around Cambridge out into the wider Cambridgeshire and Peterborough. These companies will not want to be distant from the city, but these clusters could ‘grow’ out along transportation links [such as the new Cambridge to Bedford section of East West Rail], providing connection to other market towns’. This letter should be read in conjunction with the completed forms, and site location plan, and vision document that accompany this submission. I trust that the information submitted is sufficient for your purposes but should you require any additional information, please do not hesitate to contact me.

Q48: What do you think about siting development along transport corridors? Focusing growth along transport corridors is strongly supported. 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 Greater Cambridge Partnership (GCP). 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 Longstanton which are either not located within the Green Belt or abut the Green Belt to one side. There are many villages within the District that are located on The Busway and are not located within the Green Belt and are capable of sustaining additional growth.

13.1 Paragraphs 102 and 103 of the National Planning Policy Framework (NPPF) require transport issues to be considered at the earliest stage of the plan preparation process. These paragraphs also highlight that the planning system should actively manage patterns of growth to promote sustainable travel. 13.2 Martin Grant Homes Ltd support and endorse the siting of growth along public transport corridors. A focus should be on identifying those sustainable settlements located on or within close proximity to such corridors. The presence of public transport corridors significantly enhances the sustainability credentials of a settlement and gives residents convenient and quick access to Cambridge city centre and other major settlements which act as hubs for employment and leisure, including London. 13.3 Histon and Impington is served by the frequent Citi 8 bus service which connects the settlement to Cottenham, Cambridge city centre and Cambridge railway station. Of greater importance, Impington is served by the Cambridge Guided Busway. This is a unique piece of infrastructure for the region and provides excellent connections to Royston, Cambridge, Science Park, St Ives, Huntington and Peterborough. In addition, the Busway enables residents of Histon and Impington to access Cambridge North Railway Station in approximately 10 minutes. The Greater Cambridge Local Plan (GCLP) should fully realise the benefits of this excellent piece of infrastructure and its ability to increase the sustainability of potential development sites. 13.4 The preparation of the Strategic Housing Land Availability Assessment and ultimately the site allocation process should focus on the need to realise the sustainability benefits arising from the presence of the Guided Busway. Indeed, this would be entirely in accordance with paragraphs 102 and 103 of the NPPF. If Green Belt land, around settlements served by the Busway, is failing to contribute to the Green Belt purposes set out in the NPPF it should be released to enable the delivery of sustainable development. 13.5 As evidenced in our client’s representations to Questions 39 and 40 the Land at Ambrose Way, Impington represents a sustainable development site for housing on land which fails to contribute effectively to the purposes of the Green Belt. Accordingly, this land should be released from the Green Belt and allocated for residential development. A residential development at this site would be capable of delivering on all four of the ‘Big Themes’ identified in the Issues and Options document.

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 Trinity Hall 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 to the south of Bateman Street 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.

As referred to in earlier answers, Pigeon consider this option to be a very important component in delivering a sustainable development strategy in the new Local Plan. Reducing reliance on the private car, minimizing travel and reducing congestion are all positive outcomes of pursuing this option. This approach would capitalize on the significant investment planned by central and local government to enable the continued economic growth and success of the Cambridge City region and the various proposals from the Greater Cambridge Partnership and Combined Authority as set out in the Local Transport Plan for Cambridgeshire and Peterborough. In this context, Hardwick lies within one of the most significant transport corridors into Cambridge. This is being prioritized for investment through the proposals for the Cambridge to Cambourne bus link which would form the first phase of the Cam Metro, and the potential for this to link in with the East West Rail proposals and the new station proposed for Cambourne.

7.15 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. 7.16 Jesus College support the principle of siting development along transport corridors, in accordance with Para. 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. 7.17 Harston is located on the A10 strategic transport corridor, along which numerous transport improvements to deliver a high-quality public transport corridor is proposed which will benefit connectivity to Harston by sustainable and active modes of transport. These improvements include the following: ● The A10 is part of the strategic cycle network between Royston and Cambridge; ● Improved transport hub at Foxton train station (3km from the site); ● Proposed improved transport interchange at Trumpington A10/M11 junction (3.2 km from the site); ● Park and Ride site at Hauxton (M11); ● Off road cycle links along the A10; and ● Walking and cycling links to Melbourn and Bassingbourn village colleges. 7.18 In addition to the above, Harston falls within the ‘Preferred route option’ area of the proposed East-West rail alignment which would deliver faster and improved frequency of trains to Cambridge and in turn to London. 7.19 The proposed improvements to the A10 transport corridor support the case for allocating residential development on Land off Station Road, Harston, by demonstrating the sustainable nature of the village.

4.75 No comment.

4.74 No comment.