Question 50: What do you think should be in the next Local Plan? Are there issues, ideas or themes that you don't feel we have yet explored?

• Developments should commit to implementing the Local Cycling and Walking Infrastructure Plan (LCWIP). • Maintenance and protection of cycle routes must also be included. Transport Assessments and Travel Plans should include commitments to clean, clear, de-ice and maintain cycle routes. • Policies in the Local Plan must protect existing cycle routes from being harmed by development, both during construction and after completion of the development. The convenience, safety and quality of cycle routes must be maintained or improved by development in their vicinity. • The cycling network is just as strategic as the public highway network and must be protected in the same way. In some cases, the cycling network is part of the public highway network, but where it is not, some other method of protection must be sought. This is necessary in order to achieve carbon reduction, air quality, placemaking and congestion reduction goals.

All ideas and themes tht lead to a net 0 carbon emmission in 2030. Double the Tree Canopy in 2025. Correct all the mistakes made in the already contgracted infrastructure designs and Re-Do before 2025. Developments should commit to implementing the Local Cycling and Walking Infrastructure Plan (LCWIP). • Maintenance and protection of cycle routes must also be included. Transport Assessments and Travel Plans should include commitments to clean, clear, de-ice and maintain cycle routes. • Policies in the Local Plan must protect existing cycle routes from being harmed by development, both during construction and after completion of the development. The convenience, safety and quality of cycle routes must be maintained or improved by development in their vicinity. • The cycling network is just as strategic as the public highway network and must be protected in the same way. In some cases, the cycling network is part of the public highway network, but where it is not, some other method of protection must be sought. This is necessary in order to achieve carbon reduction, air quality, placemaking and congestion reduction goals.

Developments should commit to implementing the Local Cycling and Walking Infrastructure Plan (LCWIP). Maintenance and protection of cycle routes must also be included. Transport Assessments and Travel Plans should include commitments to clean, clear, de-ice and maintain cycle routes. Policies in the Local Plan must protect existing cycle routes from being harmed by development, both during construction and after completion of the development. The convenience, safety and quality of cycle routes must be maintained or improved by development in their vicinity. The cycling network is just as strategic as the public highway network and must be protected in the same way. In some cases, the cycling network is part of the public highway network, but where it is not, some other method of protection must be sought. This is necessary in order to achieve carbon reduction, air quality, placemaking and congestion reduction goals.

• Policies in the Local Plan must protect existing cycle routes from being harmed by development, both during construction and after completion of the development. The convenience, safety and quality of cycle routes must be maintained or improved by development in their vicinity. In particular, we can think of two motivating types of examples: (1) where works to the highway cut through a cycleway or cycle route and degrade its quality or accessibility, it must be fixed; (2) landowners, leaseholders or statutory undertakers must not be allowed to install barriers or obstacles into cycle routes such as fences or poles; cycle routes should be protected either as public rights-of-way or under terms of access that forbid such alterations. • Developments should commit to implementing the Local Cycling and Walking Infrastructure Plan (LCWIP) as they come forward, building up the cycling network in the city and district. • Maintenance and protection of cycle routes is a theme that has not come forward yet. Transport Assessments and Travel Plans should include commitments to clean, clear, de-ice and maintain the usability and accessibility of cycle routes. • The cycling network is just as strategic as the public highway network and must be protected in the same way. In some cases, the cycling network is part of the public highway network, but where it is not, some other method of protection must be sought. This is necessary in order to achieve carbon reduction, air quality, placemaking and congestion reduction goals. [Note for the reviewer: we will send a PDF copy of all our responses, attached to an email, that is easier to read]

Something that has not been explored is how to avoid big planning mistakes being repeated. Like creating one of the country's most polluted streets in central Cambridge, Great Northern Road. Or avoiding homes being bought up by people who do not intend to live in them, only exploit the market, or - even worse - leave them empty and just use the address. Like the new flats by the train station.

There needs to be a detailed plan (at an individual road level) of what cycling infrastructure will be constructed and which junctions will be remodelled. The should be instance include a fully segregated route on the inner ring road and all main arterial roads of Cambridge, including modifications to the junctions to made them safe for all cyclists including children

• Developments should commit to implementing the Local Cycling and Walking Infrastructure Plan (LCWIP). • Maintenance and protection of cycle routes must also be included. Transport Assessments and Travel Plans should include commitments to clean, clear, de-ice and maintain cycle routes. • Policies in the Local Plan must protect existing cycle routes from being harmed by development, both during construction and after completion of the development. The convenience, safety and quality of cycle routes must be maintained or improved by development in their vicinity. • The cycling network is just as strategic as the public highway network and must be protected in the same way. In some cases, the cycling network is part of the public highway network, but where it is not, some other method of protection must be sought. This is necessary in order to achieve carbon reduction, air quality, placemaking and congestion reduction goals.

• Developments should commit to implementing the Local Cycling and Walking Infrastructure Plan (LCWIP). • Maintenance and protection of cycle routes must also be included. Transport Assessments and Travel Plans should include commitments to clean, clear, de-ice and maintain cycle routes. • Policies in the Local Plan must protect existing cycle routes from being harmed by development, both during construction and after completion of the development. The convenience, safety and quality of cycle routes must be maintained or improved by development in their vicinity. • The cycling network is just as strategic as the public highway network and must be protected in the same way. In some cases, the cycling network is part of the public highway network, but where it is not, some other method of protection must be sought. This is necessary in order to achieve carbon reduction, air quality, placemaking and congestion reduction goals.

The main theme is meant to be Climate Change – how the plan should contribute to achieving net zero carbon, and the mitigation and adaptation measures that should be required through developments. Yet the only nod to achieving a lower carbon footprint is higher quality new homes with better insulation and better access to public transport. But heating and transport accounts for less than a third of the average UK carbon footprint. The Local Plan must also address how to grow local food, produce sustainable electricity and if possible encourage changes in diet and reduced flights.

The aims set out are ambitious and wide-ranging. It is important that the plan is not overly long and complex. Too often, planning policies are over-prescriptive and subsequently lead to protracted debates when a planning application is submitted. The plan should be kept as simple as possible. Local Plan policies should not duplicate or repeat the scope of matters better controlled by other legislation e.g. Building Regulations. Viability testing is important. The need for social housing is appreciated but if additional demands are placed on the house building industry in respect of climate change, public transport needs or renewable energy generation for example, then there will be additional costs which feed into house prices and rents – thus potentially exacerbating some of the very real issues identified for the Plan to address. For local employers, attracting qualified young professionals is becoming more difficult due to house prices. Those employees would never qualify for social housing and, in any event, aspire to homeownership. There is therefore a case for an element of affordable housing provision to be in the form of low-cost starter homes (i.e. discounted purchase). This could be undertaken in villages close to the major research/business parks in south of Cambridge - e.g. Ickleton which is within cycle and walking distance to the Wellcome Genome Campus with circa 2,600 staff.

The Trumpington Residents’ Association encourages the Councils to persuade developers to avoid inappropriate marketing names. Any names must be sensitive to local interests. In the case of the Southern Fringe, the inappropriate marketing name 'Great Kneighton' was used for developments within Trumpington. This name should not be used in Council reports, etc. (e.g. see the caption on page 63). We are Trumpington - and have been for over 1000 years - and our identity should not be usurped by marketing opportunities. As residents, we consider the whole of the new developments to be part of ONE community of Trumpington.

• There is, as yet, no clear Vision of the sort of place Greater Cambridge should be in 30 or more years. We support the vision of retaining Cambridge as a compact city surrounded by Green Belt within which independent villages are located. Greater Cambridge should not be allowed to just grow and grow, even if better transport infrastructure is put in place. There must be a limit to growth if the area is to retain the character and benefits that are appreciated by existing residents, and make it attractive to others. This reality has not yet been addressed but is essential as it will inform all other decisions.

Savills (UK) Ltd are instructed by St John’s College, Cambridge to make the necessary submissions to the Council’s consultation “The First Conversation” as part of the Issues and Options consultation process for a new Greater Cambridge Local Plan. The College is a significant landowner in and around Cambridge and accordingly needs to make the necessary representations to the Councils in respect of its assets and on other relevant planning policy issues that will arise in the context of any new development plan for the two administrative areas of South Cambridgeshire and Cambridge City. The length of the planning period envisaged within the new Local Plan is considerable. Given the pace of change required to meet the environmental challenges and other social and economic evolution, the Local Plan will need a mechanism to enable a consistent and timely pattern of review throughout its lifetime.

Challenge the Growth projections. Do not allow Cambridge to become high rise City and ruin the unique historic character.

You have clearly not explored ideas of steady-state economy and de-growth. You need to learn about this. You need to also educate yourselves on climate justice and why it is totally inappropriate for a wealthy area to have a net zero emissions target of 2050.

MUST include prioritising of cycling and walking and public transport routes and sustainable living if any hope of dealing with the climate emergency

Please refer to the response to question 1

• 1. Designated and future council housing provision should be addressed fully. 2. There should be more definition of social and community infrastructure provision. 3. Private-rented sector should be carefully monitored to avoid change from rental to Airbnb. There should also be less hotel provision and rather use the new development sites to provide accommodation for affordable rental/ownership or council housing.

The aims set out are ambitious and wide-ranging. It is important that the plan is not overly long and complex. Too often, planning policies are over-prescriptive and subsequently lead to protracted debates when a planning application is submitted. The plan should be kept as simple as possible. Local Plan policies should not duplicate or repeat the scope of matters better controlled by other legislation e.g. Building Regulations. Viability testing is important. The acute need for social housing is acknowledged and therefore additional demands on the house building industry in respect of increased sustainability standards for example, need to be balanced alongside competing interests. Sustainability across all three of the social, economic and environmental objectives should be kept in mind to ensure as far as possible gains in one area do not lead to detriment in others. For local employers, attracting qualified young professionals is becoming more difficult due to house prices. Those employees would never qualify for social housing and, in any event, aspire to homeownership. There is therefore a case for an element of affordable housing provision to be in the form of low-cost starter homes (e.g. discounted purchase).

• Developments should commit to implementing the Local Cycling and Walking Infrastructure Plan (LCWIP). • Maintenance and protection of cycle routes must also be included. Transport Assessments and Travel Plans should include commitments to clean, clear, de-ice and maintain cycle routes. • Policies in the Local Plan must protect existing cycle routes from being harmed by development, both during construction and after completion of the development. The convenience, safety and quality of cycle routes must be maintained or improved by development in their vicinity. • The cycling network is just as strategic as the public highway network and must be protected in the same way. In some cases, the cycling network is part of the public highway network, but where it is not, some other method of protection must be sought. This is necessary in order to achieve carbon reduction, air quality, placemaking and congestion reduction goals.

We hope that the Local Plan will give Cambridge a clear, local-authority led vision, driven as as much by elected council members as by professional civil servants. We support the early involvement of community and stakeholders and hope that this will lend support to the document.

Please consider the infrastructure and the environment when reaching your conclusions. The A10 corridor in S Cambs feels over-loaded with new houses and with no effective public transport whatsoever. The quality of life has materially deteriorated since we moved here in 1988 when it was a pleasant, rural or semi-rural environment. • We badly need effective, regular public transport running between Cambridge and Royston but instead we hear talk about a metro that never seems to progress and would not reach to the border of the county in any case, or the establishment of park-and-ride hubs. Both of these so-called solutions would merely drag more cars onto the road up until the hub/metro end-point and move the problem elsewhere. Surely your priority should be the well-being ALL your residents, not merely those close to the centre of the town? Yours sincerely xx

To whom it may concern, I would like to highlight a conflict of interest in that we have submitted a site for development into a fully serviced marina surrounded by sustainable housing next to the river on Fen Road and next to the science park. My concern is that the River Cam is only mentioned in the local plan in an environmental respect. Whilst this is of course important, the River Cam is much more than an important environmental site. It does not address the importance of the River Cam as a source of affordable housing with numerous vessels being lived on. Persons can currently live within the City of Cambridge for the price of a vessel, City Council mooring licence and our river licence (average annual cost is in the region of £4-5k). It does not address the lack of services provided to those persons who live on vessels on the River Cam. Poor quality sewage pump out point, there is a single water point, there is nowhere to refuel vessels on the River for Council moorings. There is also a huge lack of available residential mooring space in Cambridge with a waiting time of 10 years to be considered for a narrow beam vessel and 20 years for a wide beam vessel. The river is also hugely important with regard to providing recreation with literally tens of thousands of people using the river each year for enjoyment- walking, cycling, canoeing, rowing, sailing, motor boating, punting, paddle boarding, swimming etc. The river also supports hundreds of jobs and generates millions of pounds for the Cambridge economy each year as per the economic impact study provided to us by the same organisation that provides for the City Council. I think that a lack of provision for residential moorings, services and sustainable riverside housing on the fringes of Cambridge should be addressed in the local plan going forward.

Continue to improve facilities for those with disabilities ie accessible venues, good quality pavements and roads, consistent transport. Get a community hub back into the heart of the villages. Some are fortunate in still retaining a shop for example but many are becoming very isolated as there are no facilities for residents, especially those who do not have access to their own transport e.g. Shops, post offices, pubs, village centres. Improve transport links for those living in villages. Improve the frequency of buses to alleviate the isolation felt by those living outside the city centre who do not have cars Improve ways of getting into Cambridge City Centre that are efficient and not too costly to enable more revenue to come back into the city. Continue to encourage more independent shops and facilities by setting reasonable rents that enable a small independent to succeed and thrive – fill the empty shop spaces and encourage more to come into the town. Think very carefully about the style and design of new developments outside of the city. Cambridge is a beautiful and historic City but is being ruined by soulless residential and commercial development outside of the city that has no acknowledgment to the town’s heritage. Basically they are soulless and ugly and will become unloved and uncared for – the slum housing of the future. There is currently no charm or imagination. One feels that buildings are erected quickly for money and not considering the needs of residents Greater emphasis on green spaces and country parks. More tree planting around the A14 site once roadworks are completed both from an environmental and aesthetic viewpoint. Improved park and ride – more frequency and not too expensive. Sent from Mail for Windows 10

Continue to improve facilities for those with disabilities ie accessible venues, good quality pavements and roads, consistent transport. Get a community hub back into the heart of the villages. Some are fortunate in still retaining a shop for example but many are becoming very isolated as there are no facilities for residents, especially those who do not have access to their own transport e.g. Shops, post offices, pubs, village centres. Improve transport links for those living in villages. Improve the frequency of buses to alleviate the isolation felt by those living outside the city centre who do not have cars Improve ways of getting into Cambridge City Centre that are efficient and not too costly to enable more revenue to come back into the city. Continue to encourage more independent shops and facilities by setting reasonable rents that enable a small independent to succeed and thrive – fill the empty shop spaces and encourage more to come into the town. Think very carefully about the style and design of new developments outside of the city. Cambridge is a beautiful and historic City but is being ruined by soulless residential and commercial development outside of the city that has no acknowledgment to the town’s heritage. Basically they are soulless and ugly and will become unloved and uncared for – the slum housing of the future. There is currently no charm or imagination. One feels that buildings are erected quickly for money and not considering the needs of residents Greater emphasis on green spaces and country parks. More tree planting around the A14 site once roadworks are completed both from an environmental and aesthetic viewpoint. Improved park and ride – more frequency and not too expensive. Sent from Mail for Windows 10

The Local Plan is madness, pure and simple. How on earth can Cambridge remain even remotely sustainable, still less habitable in any real sense, if its growth continues in such a reckless fashion? At some point or other the various authorities responsible for this ill-considered over-expansion of the city and its environs will be forced to realise that, despite all their fine words and empty assurances, Cambridge – and much of Cambridgeshire – cannot reasonably support this level of growth and they will have to think again. The supply of water here is already critical, for example, and the volumes of road traffic are ridiculous and unlikely to be reduced without drastic action involving vastly improved public transport and congestion charging. This plan is an environmental disaster waiting to happen. I was born here (in 1953) and have known the city all my life and lived in it for well over thirty years. What is happening here is just a continuing tragedy in slow motion.

BIODIVERSITY AND GREEN SPACES We note that Registered Historic Parks and Gardens are not included in the categories of green spaces listed at the beginning of the section. We ask for them to be included. There are 24 Registered Historic Parks and Gardens within the Greater Cambridge area. As with Listed Buildings, Scheduled Ancient Monuments and Conservations Areas Registered Historic Parks and Gardens are a material consideration in the planning process. Historic parks and gardens support the Local Plan's objectives for biodiversity and green spaces in several ways: 1. They support biodiversity 2. They lessen the effects of climate change by absorbing carbon emissions 3. They bring well-being and health benefits by acting as green lungs and in some cases providing play and sport facilities 4. They support the Local Plan's aim to provide green spaces and more tree planting What do we need to do? 1. Registered historic parks and gardens should be included in the Local Plan's categories of green spaces 2. The Local Plan should include a policy for the protection of registered historic parks and gardens and their settings GREAT PLACES The draft Local Plan states that the Local Plan should protect and enhance the landscape and townscape 'such as Listed Buildings and Conservation Areas'. Registered Historic Parks and Gardens should be added to this list. Historic parks and gardens support the Local Plan's objectives on Great Places in several ways: 1. They help to maintain biodiversity 2. They are an important part of the heritage of Greater Cambridge 3. They help to maintain and enhance local distinctiveness 4. They contribute to well-being and social inclusion where they are open to the public 5. They create jobs INFRASTRUCTURE Registered historic parks and gardens, and their settings, should be protected from damage from new infrastructure. This includes new roads, cycle tracks, guided busways, road widening and new rail infrastructure including new track, track widening and new stations. The Local Plan should include a policy for the protection of Registered Historic Parks and Gardens from infrastructure damage.

• Developments should commit to implementing the Local Cycling and Walking Infrastructure Plan (LCWIP). • Maintenance and protection of cycle routes must also be included. Transport Assessments and Travel Plans should include commitments to clean, clear, de-ice and maintain cycle routes. • Policies in the Local Plan must protect existing cycle routes from being harmed by development, both during construction and after completion of the development. The convenience, safety and quality of cycle routes must be maintained or improved by development in their vicinity. • The cycling network is just as strategic as the public highway network and must be protected in the same way. In some cases, the cycling network is part of the public highway network, but where it is not, some other method of protection must be sought. This is necessary in order to achieve carbon reduction, air quality, placemaking and congestion reduction goals.

The role of Neighbourhood Plans could and should be much greater if the Local Plan does not impose too many policies as “strategic”

Themes not yet explored The focus of the majority of the questions is on new development, with an underlying assumption in favour of development. It may be that National Planning Policy Framework requires this. However the next Local Plan should also contain robust policies for the protection of open spaces in public and private ownership, Cambridge’s historic centre, landscape setting, and vistas and views, green corridors. Whilst biodiversity and sites of wild life importance should be protected, the Plan should also include policies which acknowledge the importance of green spaces or lungs, even if not accessible to the general public, e.g. college playing fields, and domestic gardens the visual enjoyment of which improves quality of life. The Consultation is unclear in Q3 contexrt not making clear whether one is asked to put forwqard for protection only new sites not alreaduy protected. Most people wouldassume that existing designations would be carried forward, and if it is required for fresh representations to be made about sites alreqdy protected under under 2018 Plan, that should have been made clear, and the wording is ambiguous