Question 33: what sort of innovative measures could be used to improve links between the Cambridge North Station and destinations like the Science Park?

Showing comments and forms 1 to 15 of 15

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 32693

Received: 21/03/2019

Respondent: Ms Lisa Buchholz

Representation Summary:

I think this would be addressed by the cut-through beneath Milton Road or bridges over Milton Road.

Full text:

I think this would be addressed by the cut-through beneath Milton Road or bridges over Milton Road.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 32765

Received: 22/03/2019

Respondent: Ms M Thompson

Representation Summary:

free shuttle bus from cambridge north to cambridge science park.

Full text:

free shuttle bus from cambridge north to cambridge science park.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 32788

Received: 24/03/2019

Respondent: Matthew Danish

Representation Summary:

Long-term: move businesses closer to the railway station.

Short-term: safe, attractive streets with activity (e.g. shops) and street life.

Full text:

Over the long-term you should plan to have businesses be located more closely to the railway station. As new businesses come in and as existing businesses rebuild their offices, they should look at sites that are close the railway station. It is much better to have jobs close to the railway station since people are more likely to use the train to get to work in such instances and job density is always must greater than housing density. The big mistake in CB1 was putting homes next to the railway station; this has resulted in terrible noise and pollution for those residents.

In the shorter-term you can make it more pleasant to walk and cycle between the station and the existing buildings by creating nice, safe streets with activity (e.g. shops) and street life.

Support

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 32952

Received: 24/03/2019

Respondent: Mrs Anna Williams

Representation Summary:

Regular and cheap busway links, good cycle hire schemes (with hubs at the station and in the business areas) and on-demand transport for those with mobility issues. Autonomous vehicles and Uber-like services should be discouraged in order to create an area that more successfully prioritises active travel modes and doesn't create additional conflicts for those on bike or foot.

Full text:

Regular and cheap busway links, good cycle hire schemes (with hubs at the station and in the business areas) and on-demand transport for those with mobility issues. Autonomous vehicles and Uber-like services should be discouraged in order to create an area that more successfully prioritises active travel modes and doesn't create additional conflicts for those on bike or foot.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33062

Received: 25/03/2019

Respondent: Cambridgeshire County Council

Representation Summary:

Part of the brief for the transport evidence work included consideration of how smart technology can be harnessed to provide innovative transport solutions within the plan area in particular - but not exclusively - between the area east of Milton Road, Cambridge North Station and Cambridge Science Park. Once this work has concluded, any identified measures can be considered for inclusion in the draft AAP

Full text:

Part of the brief for the transport evidence work included consideration of how smart technology can be harnessed to provide innovative transport solutions within the plan area in particular - but not exclusively - between the area east of Milton Road, Cambridge North Station and Cambridge Science Park. Once this work has concluded, any identified measures can be considered for inclusion in the draft AAP

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33104

Received: 25/03/2019

Respondent: Mr Richard Taylor

Representation Summary:

There needs to be lots of off road space; which can be made available to pedestrians, cyclists, and other forms of transport.

A local network of routes should include the Park and Ride, Regional College, as well as the workplaces and other destinations in the area.

The area should be made attractive to those seeking locations to trial new transport technologies.

Full text:

There needs to be lots of off road space; which can be made available to pedestrians, cyclists, and other forms of transport.

A local network of routes should include the Park and Ride, Regional College, as well as the workplaces and other destinations in the area.

The area should be made attractive to those seeking locations to trial new transport technologies.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33126

Received: 26/03/2019

Respondent: Miss Rhiannon Evans

Representation Summary:

Paragraph 7.24 notes that 'Mixed use development, with a diverse range of residential, employment, education, retail and local amenities would provide the opportunity for those living and working in the area to access many services without using a car'. The plan states the need for a diverse range of amenities, including strong educational facilities. This should be supported by planning for a secondary school on site.

Full text:

My comments all relate to the need for a secondary school to be built as part of the NEC area plan.

The County Council's methodology for planning secondary school places is that 18-25 places are needed to cater for the demand for each 100 homes built. 5000 homes (a figure quoted in the press and not contested by council officers when asked at a meeting) would potentially generate a need for 900-1250 secondary school places. This level of demand cannot be accommodated in existing local schools, and therefore a new secondary on the NEC site should be considered. In addition, the published SCAP (school capacity) forecasting data indicates a shortage of 611 secondary places in Cambridge City by 2023-2024. This does not take account of any development in NEC. As a result, it is clear that the additional 900-1250 secondary places will not be available in other local schools.

Point (vii) of the executive summary notes that 'In particular, the successful regeneration of the NEC area is not just about providing for new development and physical growth, it is also about the realisation of the social benefits and improvements to the overall quality of place that new development can deliver'.
Social benefits are most likely to be delivered via excellent, local educational institutions. The adjacent wards are deprived. Investing in secondary education in the NEC would increase life chances for residents and provide a clear educational centre for the whole community to benefit from.

Paragraph 6.16 notes that 'As an innovation district, NEC needs to capitalise on great links to education facilities in the area to improve links to businesses'. This clearly recognises the importance of education in the area and would be bolstered greatly by a secondary school serving as the educational hub for the local community.

Paragraph 7.24 notes that 'Mixed use development, with a diverse range of residential, employment, education, retail and local amenities would provide the opportunity for those living and working in the area to access many services without using a car'. The plan states the need for a diverse range of amenities, including strong educational facilities. This should be supported by planning for a secondary school on site.

- Pupil number forecast combined with key goals for the development present a clear case for a secondary school to be included in the NEC area plans.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33376

Received: 25/03/2019

Respondent: Mr John Latham

Representation Summary:

The guided busway is not adequate or attractive. A tram or CAM is needed.

Full text:

Q 2. Is the proposed boundary the most appropriate?

No. The proposed boundary should include the area to the East of the railway line, along Fen Road.

This area has suffered for years from a range of well-known social and related problems. Closure of the level crossing would require that part of Fen Road to be connected to the northern end of Milton Road, or directly to the Milton Road/A14 junction with a bridge over the railway line.

Q 3. Have the physical characteristics of the area been correctly identified

No. There is no mention of the lack of Secondary Schools, and those matrked onb the map are incorrectly positioned.

Q 11. Are there particular land uses that should be accommodated?

Yes, there should be a Secondary School and as much as possible of the area between the railway line and the river should be designated as a Riverside Country park

Q 15. Should clusters of taller buildings for part of the design

Not without very specific constraints on height. Six storeys should be set as an absolute limit.

Q 17. Explore delivery of a cycling and pedestrian bridge over the railway line?

Yes, certainly, but there should also be a new road and bridge to link with Fen Road so that the level crossing can be closed

Q 20. and 21. a and b
No I do not agree with proposals to include low levels of car parking. They will cause the surrounding residential streets to be swamped with displaced cars belonging to residents of the proposed new development.
Car parking provision should be close to one parking space per residential unit. Until adequate public transport is provided it is not feasible to reduce the number of car parking spaces on the Science Park.

Q. 24. Green space
The provision of adequate green space must be explicit, controlled by the City Council and not delegated to developers.

I strongly support combination of all of the proposed elements and rigorous enforcement on developers.

Q. 27. Trip budget and reduction of car use
This can only be affective where a proper system of public transport is in place. That means something other than buses, for example a tram, or if a proper tram cannot be achieved then the 'CAM'. Buses, especially conventional diesel buses, do not provide a viable, sustainable or attractive alternative to cars.
The integration of the AAP with a tramway or CAM is an essential prerequisite. The guided busway in its present form is almost completely irrelevant to what is proposed, other than for a small number of trips from Northstowe, Histon/Impington and Darwin Green/Eddington to the Science Park.

Q. 28. Low and reduced car parking ?
No, see above

Qs. 29 and 30
Yes, cycle parking must be prioritised and made obligatory

Q. 33 Innovative connections between Cambridge North and the Science Park
The guided busway is not adequate or attractive. A tram or CAM is needed.

Q. 37 Industrial uses to be retained?

Existing light industrial uses should be moved next to the A14, facilitated by a new road connection along the top of the site connecting to Milton Road on the A 14 junction. That could include the bus depot. Railway sidings should also be retained for future needs.
Q. 38 Mix of dwelling sizes
Yes, a mix of sizes, and family units should be included. That is essential to achieve a balanced stable community

Q. 39, 40,41 Housing for essential local workers
Yes, certainly. Absolutely vital and should be adhered to and enforced. No side deals for substitution with student accommodation etc.

Q. 43 HMO?
I am not at all convinced by this, so without further detail, no.

Qs 44- 46 PRS
I recommend involving a local housing association.

Q. 51 and 53 and 54
The highest/best local and national standards should be applied, so that no compromises are made away from the largest possible internal space, best direct access to private amenity space, and highest standards of accessibility.

Q. 55
There must be adequate provision for independent retail, which should be prioritised over national chains. There is no need to attempt to duplicate city centre/other major leisure and retail provision.

Q. 57
Use the Trumpington/Eddington models for community centre/library/medical. Include a secondary school. Faiths should be given proper allocation of space.

Q. 59 Space provision: Quality and functionality not quantity
No. Adequate quantity is essential, see above re riverside park.

Q. 67 Net gain in biodiversity ?
Go to Eddington for methods. Appoint an ecology chief for the area from the start.

Q.69 Underground waste system
Yes, again use the Eddington example.

Q. 84 Any other comments
The AAP proposals have evolved into a massive addition to the urban fringe of Cambridge.
There is no acceptable reason why residential building density and height need to be imposed on a scale that is out of character with the rest of Cambridge, on a site which will be visible from various places including the historic and invaluable riverside, parts of the city and Chesterton, and Fen Ditton.
If excessive height and density is the only basis on which funding can be obtained to move the Sewage Works, then it would be better to leave the Sewage Works where it is until an appropriate alternative approach can be found to redevelopment that is not alien to Cambridge.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33440

Received: 25/03/2019

Respondent: Dr Pantea Lotfian

Representation Summary:

For destinations that are in the immediate vicinity of the NEC area, using advanced
technologies such as driverless minibuses that run frequently would be useful. Initially they can be used in settings similar to the guided busway to reduce risk of collisions. As the technology matures and relevant safety standards are developed free moving minibuses would become possible. Also, simpler solutions such as offering free/low cost electric scooters and bikes that can be docked within in the area will bring quick wins.

Full text:

I am pleased to see that you have decided to stop individual and uncoordinated developments and bring all these planning applications under one action plan. This will ensure that the city grows in line with required services enabling the functioning of the city long term. One of the most important areas that has to be considered with the whole city and adjacent areas in mind is obviously transport and mobility.

It is understandable that this consultation is offering a top-level perspective, which is well stated in: "The principle of regeneration is established in the adopted local plans. The nature, quantity and balance of the development still requires consideration hence the action plan. This AAP will be a statutory development plan, with equivalent status to a local plan"

I do agree with the name change of the plan as it takes out the word "fringe" and brings it in line with a vision of an inclusive place that is part of Cambridge as a whole. This vision should also inform the details of planning of this development and its impact on Cambridge and surroundings.

Issue: Non Car Access:

Question 25: As set out in this chapter there are a range of public transport, cycling and walking schemes planned which will improve access to the North East Cambridge area. What other measures should be explored to improve access to this area?

Looking at the executive summary of the Ely to Cambridge Transport Study: Preliminary Strategic Outline Business Case January 2018; the impression is that the best solution providing for the required capacity is expansion of A10 to a full dual carriage way:

"A key finding is that while the mode-shift options without highway improvements provide additional travel capacity and have significant benefits, they do not substantially address the congestion and traffic displacement issues identified. Options with highway improvements are more effective in addressing these issues...... The greatest level of benefit was generated by the full upgrading of the A10 from Ely to Cambridge, which generated benefits at present value of some £760m over the lifetime of the scheme, at a BCR of 2.8 to 1"

The cost of this development is estimated to be £510m delivering 1.5x vale over its lifetime. Given that in parallel with the A10 there are the Cambridge Ely rail tracks, why was not given any considerations in this study for expanding the rail network and creating high enough capacity to have trains running between Ely and Cambridge with two or three key stops with intervals as short as 10min or less. It is understandable that expansion of the railways may require expansion of stations in towns along the route as well as further expanding of the Cambridge stations. Has there been any work on estimating the cost and the value over lifetime of increased rail use?

In the "conclusions" of the executive summary the second stated policy is: "Provide significantly lower levels of car parking than has traditionally been provided, particularly at employment locations". This is in direct contrast with the findings that expansion of A10 to a dual carriage way will have the highest benefits. Cars passing through the dual carriage way will require parking spaces at their destinations. What are the provisions made to address this contradiction? If there is a study of rail expansion how does it compere with the A10 expansion plan? Would expanding the rail network reduce the carbon footprint of travel considerably enough in comparison with A10 as dual carriage way?

Issue: Car usage in North East Cambridge
Question 26: Do you agree that the AAP should be seeking a very low share of journeys to be made by car compared to other more sustainable means like walking, cycling and public transport to and from, and within the area?

In principle I do agree with this idea. However, I am not confident that the current approaches will be successful in achieving this, particularly resolving issues of traffic in Cambridge and surroundings at peak times and during weekends when people head into Cambridge for shopping.

Question 27: Do you have any comments on the highway 'trip budget' approach, and how we can reduce the need for people to travel to and within the area by car?
In principle this is a good idea; however, in practice limiting the number of car parking places will not behave linearly in accordance with people's behaviour. In order to reduce car trips ideally a person travelling in and out of this area should arrive and leave with public transport. One of the main issues with public transport in Cambridge is long waiting time for buses. If bus networks are going to be the dominant mode of public transport for connecting this area with other parts
of Cambridge, there is a need for frequent and timely connections to enable seamless travel for the user.

Issue: Car Parking

Question 28: Do you agree that car parking associated with new developments should be low, and we should take the opportunity to reduce car parking in existing developments (alongside the other measures to improve access by means other than the car)?

See question 27 as this falls under 'trip budget' plan.

Issue: Cycle Parking

Question 29: Do you agree that we should require high levels of cycle parking from new developments?

In principle yes, however this highly depends on the design and capacity of these cycle parking facilities. To be attractive they need to be at least covered, secure and planned at a capacity so that they can absorb future increase in cycle parking. (We should not get into a situation as existed for decades in front of Cambridge train station).

Question 30: Should we look at innovative solutions to high volume cycle storage both within private development as well as in public areas?

Yes, however, please bear in mind that the current cycle parking solution with two racks on top of each other is not friendly to women and older people. An upper rack with a bicycle is often too heavy for a person who is not a regular gym goer and weight lifter. They also often are defect, as the mechanics are not of high enough quality, which makes them unusable.

Question 31: What additional factors should we also be considering to encourage cycling use (e.g. requiring new office buildings to include secure cycle parking, shower facilities and lockers)?

Indeed, other developments such as on the biomedical campus have done that and it is usually motivating people to use their bikes more often.

Issue: Innovative approaches to Movement

Question 32: How do we design and plan for a place that makes the best use of current technologies and is also future proofed to respond to changing technologies over time?

I would phrase this question differently and put humans at the centre of the question: How do we design and plan for a place that maximises the benefits of public infrastructure for multiple generations by harnessing adaptive future proof technologies?

Technology centric projects that are focused on finding the latest gadgetry are often a failure simply because the system change required to help humans adapt to new process required for those technologies was not taken into consideration. Among other issues, this leads to resistance and lack of use and therefore failure of such projects. Instead of a technology push approach to this question using a human centred design process will enable you to identify and procure best in class technologies that are able to perform the required task with built in system
change measures in their features and requirements.

Issue: Linking the Station to the Science Park

Question 33: what sort of innovative measures could be used to improve links between the Cambridge North Station and destinations like the Science Park?

For destinations that are in the immediate vicinity of the NEC area, using advanced
technologies such as driverless minibuses that run frequently would be useful. Initially they can be used in settings similar to the guided busway to reduce risk of collisions. As the technology matures and relevant safety standards are developed free moving minibuses would become possible. Also, simpler solutions such as offering free/low cost electric scooters and bikes that can be docked within in the area will bring quick wins.

Other observations:

In the consultation document you highlight the transport issue as a main bottleneck and state: "It suggests that a more residential-led development mix for the site which reduces external trips would provide better transport outcomes. Therefore, plans for the area will need to seek to minimise car use to the site, maximise the take-up of non-car modes including walking, cycling, bus and rail use, and promote land uses that encourage trips to be retained on-site where possible"

My main concern with this view is that in the form it is expressed it sounds rather simplistic and is not taking into account past experience Cambridge had with residential developments.

* One example is Orchard Park which is close to the Science park and initially it was
hoped that it will contain a lively centre with shops and amenities that would attract
people enough to reduce trips into town. Unfortunately, this has not turned viable and in the past year or so the shops and open area has been converted into homes, resulting into a large area of residential buildings that is wholly dependent on outside amenities. This will certainly increase trips to and from the development.

* Existence of a few shops alone will not necessarily keep people in the area that their houses are. The sense of belonging is what keeps people in a specific area and there is no provision for such considerations in your plans for NEC.
o I appreciate the section on "Place Making" however, as the plan is not detailed at
this stage it is not clear how this is going to be implemented

* My understanding is that it is hoped that the majority of people that would be living in this new development are also working in the science and business parks in the area. Has there been enough research carried out to understand the mix of people who live already in the area and their distance from where they work? Would they move to be closer to their work place if they would no longer work in the area? A good and contained example for this type of research work to be carried out would be Orchard park.

* In the action plan there is no provision for working with communities and individuals to instil behaviour change with respect to transport use

Has analysis been done of how to change peoples' habits and behaviour regarding travel to town for recreation time, shopping as experience or just feeling being connected with a larger entity? To my understanding this plan aims at forcing/cajoling residents of Cambridge and the future residents of the NEC to take up habits that are not easily instilled. It is mainly a stick-based approach and the carrots (shops, community centre and other amenities) so far have not been successful in reducing people's need (perceived or real) to travel to central Cambridge.

The vision statement aims to create an economically and socially inclusive living space. However, the current plans are mainly focusing on increasing the economic cost of car use in order to keep the NEC area free from traffic. However, this will lead to car free streets for those who can afford to pay the high cost of parking spaces and other levies on cars which will be in contrast to what the mission statement set to achieve in terms of inclusivity.

The majority of well-known private schools are located in Cambridge. Inevitably a good number of higher earners settling in the NEC would prefer to send their children to these schools, which will lead to drivers ferrying children in and out of the area during high congestion times, adding to the traffic. Already the effect of this group is clearly evident during rush hour in Cambridge, particularly in areas around the schools where they clearly obstruct main traffic flows. This is just one example of issues that will arise when services in a city are not distributed evenly.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33542

Received: 24/03/2019

Respondent: Railfuture East Anglia

Representation Summary:

Autonomous small vehicles running at frequent intervals better North Station and The Science Park...early to very late everyday.

Full text:

We are responding to the North East Cambridge Area Action Plan:
www.cambridge.gov.uk/north-east-cambridge-area-action-plan
We note the overarching objectives under three headings:
1. A place with a strong identity that successfully integrates into Cambridge, bringing economic growth and prosperity that is delivered with social justice and equality.

2. A high quality, healthy, biodiverse place which will be a major contributor to achieving zero carbon in Greater Cambridge by 2050.

3. A City Innovation District which will deliver affordable homes, a diverse range of quality jobs and excellent neighbourhood facilities.

Note that we have not provided answers to Questions 9, 10, 11, 12, 34-54, 57-83.

Question 1: Do you agree with changing the name of the plan to the 'North East Cambridge Area Action Plan'?
The name should identify strongly with "Cambridge". However, we believe this area should also strongly identify as a "transit based" development and thus should be linked to the already well known "Cambridge North" rail and bus stations. The name should reflect this 'transit basis' and be known as the Cambridge North Area Action Plan and ultimately just as "Cambridge North".
In other words
"A place with a strong identity that successfully integrates into Cambridge, bringing economic growth and prosperity that is delivered with social justice and equality.
A high quality, healthy, biodiverse place which will be a major contributor to achieving zero carbon in Greater Cambridge by 2050."
Historic Cambridge must be protected by a series of strong identifiable districts. It must become poly centric.

Issue: North East Cambridge AAP Boundary
Question 2: Is the proposed boundary the most appropriate one for the AAP?
Fen Road East and River Cam towpath has been excluded between the level crossing and the A14 river bridge. This slither of land NE of the AAP (as the map shows clearly) is central to it as access to the river bank will be needed and be carefully managed and planned.

Leaving out the community established along Fen Road East is neither socially inclusive nor inclusive in terms of the physical planning for the AAP.
The success of the new AAP development may well depend on not creating "left behind" communities along its eastern edge.

Issue: The physical characteristics of the North East Cambridge area
Question 3: In this chapter have we correctly identified the physical characteristics of the North East Cambridge area and its surroundings?

Question 4: Have we identified all relevant constraints present on, or affecting, the North East Cambridge area?
Fen Road Level Crossing could become a real problem to train service development. The plan aims for "a high quality, healthy, biodiverse place which will be a major contributor to achieving zero carbon in Greater Cambridge by 2050". Without further train service development that enables more services to serve North Station those aims cannot be met. The level crossing should be closed with pedestrian and cycle traffic diverted by way of the adjacent riverside underpass. Road traffic along Fen Road East should be reversed and diverted by way of a new road that bridges the railway further to the north and crosses the AAP to join Cowley Road. The suggested bridge could be used jointly by the segregated users of bridge suggested in Q17.
Other measures to increase the capacity of Cambridge North Station should be consider such as making platform 2 the terminating platform and platform 3 the through platform with a cross over from platform 2 to the Southbound line close to the South end of the platforms.

Question 5: Do you agree with the proposed Vision for the future of the North East Cambridge area? If not, what might you change?
Yes, agree.

Question 6: Do you agree with the overarching Objectives? If not, what might you change?
Yes, we do agree.

Question 7: Do you support the overall approach shown in the Indicative Concept Plan? Do you have any comments or suggestions to make?
Yes, we do agree.

Question 8: Do you agree that outside of the existing business areas, the eastern part of the North East Cambridge AAP area (i.e. the area east of Milton Road) should provide a higher density mixed use residential led area with intensified employment, relocation of existing industrial uses and other supporting uses?
Yes, we do.
Questions 9 to 12:
No answers provided.

Question 13: Should the AAP require developments in the North East Cambridge AAP area to apply Healthy Towns principles?
Yes, it should together with active travel principles that show the development of pleasantly/interestingly designed footpaths and cycleways centres on North Station.

Question 14: How should the AAP recognise and make best use of the existing and potential new links between the AAP area and the CRC?
Way mark the cycleways paralleling the Busway from the North Station together with a cycleway protected crossing of Milton Road. See question 16 also.

Question 15: Should clusters of taller buildings around areas of high accessibility including district and local centres and transport stops form part of the design-led approach to this new city district?
Yes they should. Places of employment of high quality design should focussed on transport hubs in particular near North stations.

Question 16: Should the AAP include any or a combination of the options below to improve pedestrian and cycling connectivity through the site and to the surrounding area?
A - Create a strong east-west axis to unite Cambridge North Station with Cambridge Science Park across Milton Road. This pedestrian and cycle corridor would be integrated into the wider green infrastructure network to create a pleasant and enjoyable route for people to travel through and around the site. The route could also allow other sustainable forms of transport to connect across Milton Road.
B - Improve north-south movement between the Cowley Road part of the site and Nuffield Road. Through the redevelopment of the Nuffield Road area of NEC, it will be important that new and existing residents have convenient and safe pedestrian and cycle access to the services and facilities that will be provided as part of the wider North East Cambridge area proposals.
C - Upgrade connections to Milton Country Park by both foot and cycle. This would include improving access to the Jane Coston Bridge over the A14, the Waterbeach Greenway project including a new access under the A14 (see Transport Chapter), as well as the existing underpass along the river towpath.
D - Provide another Cambridge Guided Bus stop to serve a new District Centre located to the east side of Milton Road.
E - Increase ease of movement across the sites by opening up opportunities to walk and cycle through areas where this is currently difficult, for example Cambridge Business Park and the Cambridge Science Park improving access to the Kings Hedges and East Chesterton areas as well as the City beyond.
Yes to all of A,B,C,D....bearing in mind the importance of focusing on North Stations as the primary transport hub.
E. Cambridge Business Park is of particular significance as it has effectively "turned its back" to all sustainable transport facilities. It is effectively a gated and 'policed' community that is inaccessible to public transport users. It must opened up and made more porous with routes such as those suggested in B and links to C.

Question 17: Should we explore delivery of a cycling and pedestrian bridge over the railway line to link into the River Cam towpath?
Yes you should. This should be explored in conjunction with our answer to Q4. This bridge should also allow vehicle access to Fen Road East to allow the suppression of Fen Road level crossing. The different uses of the bridge should be clearly demarcated/ separated. Depending on its location the new road on the west side of the railway it could be linked to railfreight terminal so that heavy goods vehicles carrying building materials from the terminal could get separate from other movements across the area under review. This new road could link into the north end (the dead end) of Cowley Road.

Question 18: Which of the following options would best improve connectivity across Milton Road between Cambridge North Station and Cambridge Science Park?
A - One or more new 'green bridges' for pedestrians and cycles could be provided over Milton Road. The bridges could form part of the proposed green infrastructure strategy for NEC, creating a substantial green/ecological link(s) over the road.
B - Subject to viability and feasibility testing, Milton Road could be 'cut-in' or tunnelled below ground in order to create a pedestrian and cycle friendly environment at street level. This option would allow for significant improvements to the street which would be more pleasurable for people to walk and cycle through.
C - Milton Road could be significantly altered to rebalance the road in a way that reduces the dominance of the road, including rationalising (reducing) the number of junctions between the Guided Busway and the A14 as well as prioritising walking, cycling and public transport users.
D - Connectivity across Milton Road could be improved through other measures. We would welcome any other suggestions that would improve the east-west connectivity through the site.
E - Other ways of improving connections (please specify)
A,C

Question 19: Should development within the North East Cambridge area be more visible from Milton Road, and provide a high-quality frontage to help create a new urban character for this area?

Issue: Managing car parking and servicing
Question 20: Do you agree with proposals to include low levels of parking as part of creating a sustainable new city district focusing on non-car transport?
Yes

Question 21a: In order to minimise the number of private motor vehicles using Milton Road, should Cambridge Science Park as well as other existing employment areas in this area have a reduction in car parking provision from current levels?
Yes with emphasis on quality public transport (mainly quality frequent bus) linked to frequent train services serving North Station and buses on the guideway.

Question 21b: Should this be extended to introduce the idea of a reduction with a more equitable distribution of car parking across both parts of the AAP area?
Yes...see above Q21a.

Question 22: Should the AAP require innovative measures to address management of servicing and deliveries, such as consolidated deliveries and delivery/collection hubs?
Yes. Consolidation of deliveries should be considered not only for this area but from this area for the whole city. A consolidation centre close to the railfreight terminal accessed by the extension of Cowley Road mentioned in Q4 and 17 could use emerging plans from railfreight operators for the development of a national rail based express packages/parcels network. Distribution of parcels across the city from such a terminal by cycle couriers and other developing sustainable technologies etc should be developed. Land should be set aside for this consolidated centre.

Issue: Car and other motor vehicle storage
Question 23: Should development within the North East Cambridge area use car barns for the storage of vehicles?
Yes

Issue: Green Space provision
Question 24: Within the North East Cambridge area green space can be provided in a number of forms including the following options. Which of the following would you support?
A - Green space within the site could be predominately provided through the introduction of a large multi-functional district scale green space. Taking inspiration from Parker's Piece in Cambridge, a new large space will provide 24th March 2019 Railfuture East Anglia - North East Cambridge Area Action Plan Page 6 of 9

flexible space that can be used throughout the year for a wide range of sport, recreation and leisure activities and include a sustainable drainage function. The sustainable drainage element would link into a system developed around the existing First Public Drain and the drainage system in the Science Park. The green space could be further supported by a number of smaller neighbourhood block scale open spaces dispersed across the site.
B - Green spaces within the site could be provided through a series of green spaces of a neighbourhood scale that will be distributed across the residential areas. These green spaces will also be connected to the green infrastructure network to further encourage walking and cycling. Again, these spaces will include a sustainable drainage function and link into the existing First Public Drain and the Science Park drainage system.
C - Enhanced connections and corridors within and beyond the site to improve the biodiversity and ecological value as well as capturing the essential Cambridge character of green fingers extending into urban areas. These corridors could also be focussed around the green space network and sustainable drainage and would reflect the NPPF net environmental gain requirement.
D - Green fingers to unite both sides of Milton Road and capitalise on the existing green networks.
E - Consideration of the site edges - enhancement of the existing structural edge landscape and creating new structural landscape at strategic points within and on the edge of NEC. This would also enhance the setting to the City on this important approach into the City.
F - Creation of enhanced pedestrian and cycle connectivity to Milton Country Park and the River Cam corridor.
Wherever and in what form, open spaces must be created with users of active travel in mind. They must be obviously safe places to travel through from stations to home, to leisure and cultural events and to work at all times of the day. Open spaces are essential but barriers to easy movement by pedestrians and cyclists they must never be.

Issue: Non-Car Access
Question 25: As set out in this chapter there are a range of public transport, cycling and walking schemes planned which will improve access to the North East Cambridge area. What other measures should be explored to improve access to this area?
a) North Station should be developed as the main hub of train and bus services.
The station itself should be further developed to be more user friendly with the installation of escalators, longer canopies over the platform and a more welcoming entrance hall.
b) The railway track layout must be further developed to enable more trains services to pass through and terminate and start at the station. The present station and layout sub optimal. Best practice from elsewhere must be studied and adopted to make intermodal transfer easy and very user friendly. 24th March 2019 Railfuture East Anglia - North East Cambridge Area Action Plan Page 7 of 9

The whole development area must be active travel friendly with easy to use high quality safe dry supervised cycle storage, easy to use footpaths and cycle ways.
c) Remove the guideways from the ends of the busway extension bus only road so to enable all buses, not just guided buses, to use the busway extension to serve the station. This would enable nonguided buses to access Cambridge North Station along the bus only road and allow through routing of bus services to the station via Cowley Road and leaving via the bus only road and vice-versa.
Run more bus services to and from Cambridge North Station both along this bus only road and from Cowley Road and Milton Avenue.
Build a new footpath/cycleway on the East side of the East end boundary fence of Cambridge Business Park to provide a shorter connection between Nuffield Road and Cowley Road.

Issue: Car usage in North East Cambridge
Question 26: Do you agree that the AAP should be seeking a very low share of journeys to be made by car compared to other more sustainable means like walking, cycling and public transport to and from, and within the area?
Yes.

Question 27: Do you have any comments on the highway 'trip budget' approach, and how we can reduce the need for people to travel to and within the area by car?

Issue: Car Parking
Question 28: Do you agree that car parking associated with new developments should be low, and we should take the opportunity to reduce car parking in existing developments (alongside the other measures to improve access by means other than the car)?
Yes.

Issue: Cycle Parking
Question 29: Do you agree that we should require high levels of cycle parking from new developments?
Yes

Question 30: Should we look at innovative solutions to high volume cycle storage both within private development as well as in public areas?
Yes.


Question 31: What additional factors should we also be considering to encourage cycling use (e.g. requiring new office buildings to include secure cycle parking, shower facilities and lockers)?
Yes.

Issue: Innovative approaches to Movement
Question 32: How do we design and plan for a place that makes the best use of current technologies and is also future proofed to respond to changing technologies over time?
A route (s) should be protected for emerging light rail (or other similar technology) networks; a route for local autonomous mass transit vehicles say between North Station and the Science Park.

Issue: Linking the Station to the Science Park
Question 33: what sort of innovative measures could be used to improve links between the Cambridge North Station and destinations like the Science Park?
Autonomous small vehicles running at frequent intervals better North Station and The Science Park...early to very late everyday.

Questions 34 to 54:
No answers provided.

Issue: Retail and Leisure
Question 55: Do you agree with the range of considerations that the AAP will need to have regard to in planning for new retail and town centre provision in the North East Cambridge area? Are there other important factors we should be considering?
Yes, we agree. Such developments should be located around the transport hubs.

Question 56: Should the Councils be proposing a more multi- dimensional interpretation of the role of a town centre or high street for the North East Cambridge area, where retail is a key but not solely dominant element?
Yes

Questions 57 to 83:
No answers provided.
Issue: Any other comments
Question 84: Do you have any other comments about the North East Cambridge area and/or AAP? Are there other issues and alternatives that the councils should consider? If you wish to make suggestions, please provide your comments.
Ensure that construction materials for the development should be as far as possible be delivered to and through the modern multi user railfreight terminal already on site. This currently receives large quantities of differing types of aggregate from various parts of the country by rail. Large quantities of varying types of cement will be required. The developers should be encouraged to set up a rail served cement terminal for use locally and throughout the district.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33635

Received: 25/03/2019

Respondent: U+I Group PLC

Agent: Carter Jonas

Representation Summary:

It is considered unlikely that an at grade crossing can be located to link the Science Park with the station due to capacity constraints on Milton Road. A well-designed overpass for pedestrians and cyclists may provide the best option to effectively reduce severance caused by Milton Road and link the station with the Science Park. The journey from the station to the Science Park, will be the last / first mile of commuter journey and micromobility solutions such as dockless e-bikes should be provided to support the movement on this link.

Full text:

Introduction

Cambridge City Council and South Cambridgeshire District Council is consulting on Issues & Options for the North East Cambridge AAP. The consultation deadline is 25th March 2019. The draft response on behalf of U+I Group PLC ('U+I') is set out below. U+I have been selected by the landowners Anglian Water and Cambridge City Council as Master Developer for land outlined in red in the accompanying Site Plan ('the Site'). It is noted that Cambridge City Council also own other land beyond the Site, which may be the subject of other representations.

The representations contained herein relate primarily to the development intentions for the Site, but also in the context of the wider AAP area (as sites within the AAP boundary are largely intrinsically linked).

Representations

Question 1: Do you agree with changing the name of the plan to the 'North East Cambridge Area Action Plan'?

It is recognised that there is a need for a collective reference for the AAP area. This will provide consistency and clearer definition as the process evolves. Whilst it is inevitable that sub-areas of the AAP will emerge with different branding names and strategies, this will have more relevance to the individual sub-area concerned, in creating identity when publicising forthcoming planning applications through to marketing/sales disposals.

Question 2: Is the proposed boundary the most appropriate one for the AAP?

Generally, we support the proposed boundary for the AAP area. We would, however, make two observations/comments.

Firstly, it seems logical to include the site of Cambridge Regional College ('CRC') within the boundary. It is noted that in paragraph 3.5 comment is made that it is not expected to undergo major change in the way other sites across NEC are. However, CRC considers itself to be 'one of the best Further Education Colleges in the country for 16-18 year old level 3 achievement and a leading apprenticeship provider, with thousands of full time students and apprentices currently in training'. The significant range of vocational courses it offers could be positively utilised to support the long-term construction process around NEC (e.g. architectural technology, mechanical engineering, electrical, carpentry, bricklaying courses and apprenticeships), and then the on-going operational phases of the different sub-areas of NEC (e.g. from courses relating to biological science for industry, laboratory technicians and computing technologies, to business and catering and hospitality). It therefore has the potential to play an important learning and development role in the future NEC area. The built form of the current campus appears to be relatively low density, with large areas of used for surface level car parking. Buildings are predominantly 2-3 storeys in height. With the transformation of NEC, recognising the different approaches to internalised trips/reduced car parking, and taller buildings, it would seem likely that the estate management of CRC might change in the future, and if so, it should be included in the AAP.

Secondly, we would comment that, owing to the nature of NEC, development is likely to be high density, optimising the use of all land to work efficiently and effectively. The strategy for on-site Public Open Space is likely to focus on qualitative provision, than quantitative, with a stronger emphasis on formal recreational and leisure space than informal open space. Access to the latter however, is likely to be facilitated through new and improved connections to the east (potentially including land to the east of the railway line north of Cambridge North Train Station, to the river) and north (potentially including land to the north of the A14, such as Land to the south of Cambridge Road, and land including/extending Milton Country Park) of NEC. We would therefore simply pose the question about whether there is a need to include within the AAP boundary additional land that could provide informal open space, biodiversity and drainage functions, which might otherwise not be achievable within the single control of the NEC boundary. It is considered that land to the north and east of the current AAP boundary would primarily be used to facilitate access to green infrastructure for NEC.

Question 3: In this chapter have we correctly identified the physical characteristics of the North East Cambridge area and its surroundings?

Generally, yes. However, we consider it might be beneficial to include more information about the composition of site areas. For instance, on the employment parks, providing details about site area, total floorspace of buildings on the park (including extant planning consents) and the range of authorised planning uses e.g. % B1a uses, %B1b uses, estimated no. of employees, audit of authorised car parking spaces, audit of public open space (estimated total hectares). This would help to inform a baseline of land use within NEC, and then contribute in developing future strategy e.g. highway trip budget, employment strategy, connectivity and green infrastructure etc.
We would also note that it would be beneficial to have mapping information available relating to the environmental constraints identified e.g. noise, air quality, odour, important habitats.
Finally, it would be beneficial to show the broader extents of key infrastructure for NEC, including the full Chisholm Trail link (connecting NEC to Cambridge City, and the south of Cambridge (Addenbrookes), committed routes for other new cycle, pedestrian and public transport in and around the City, and the proposed Greenways link to Waterbeach).

Question 4: Have we identified all relevant constraints present on, or affecting, the North East Cambridge area?

In general, yes. However, we note that there is no reference to Archaeology and Heritage, and would suggest that comment is given about this, even if it is considered that NEC has limited archaeological significance. In terms of heritage, whilst we believe that there are no listed buildings, conservation areas, or other notable heritage constraints within NEC, the intention for taller buildings in NEC will need to be more widely considered in respect of longer-distant views and townscape issues (historic core of Cambridge). Taller buildings may also have potential implications for Air Safeguarding Zones (consultation required with Marshall Airport and the Ministry of Defence on structures over 15m in height), and the Mullard Radio Astronomy Observatory (consultation with the University of Cambridge). We acknowledge that the issue of building heights and taller buildings is likely to be assessed as part of the on-going Landscape Character and Visual Impact Assessment that is being undertaken by Cambridge City Council (it is understood that a 'Stage 1' exercise has already been commissioned), and that the findings are then likely to inform future stages of this AAP process.

We would also suggest consideration be given to the inclusion of Green Belt boundaries around NEC. This will help provide clarity to interested parties that all land envisaged for development and associated physical infrastructure will be accommodated on non-Green Belt land. It will also help to provide reassurance that the development aspirations for NEC will not automatically lead to further development beyond the identified boundaries, unless it is deemed to be 'appropriate development' (i.e. not 'inappropriate' as defined in the National Planning Policy Framework'), or that exceptional circumstances are demonstrated in future Local Plans, or a Very Special Circumstances argument is made to support development via a planning application process. In all cases, strict mechanisms for controlling additional future development beyond NEC will apply.

Reference should also be made to the presence of UKPN's overhead power cables (132KV) that span across the AAP boundary. In terms of ensuring optimum reuse of the Site (and indeed other sites, including Cambridge Science Park), we would support a policy seeking their diversion underground.

Question 5: Do you agree with the proposed Vision for the future of the North East Cambridge area? If not, what might you change?

Yes, we support the proposed Vision for NEC. The addition of the word 'culturally' might benefit this Vision further (in the context of 'North East Cambridge - a socially, culturally, and economically inclusive....)

Question 6: Do you agree with the overarching Objectives? If not, what might you change?

Generally, we support the overarching Objectives. The addition of the words 'Natural Capital' might benefit Objective 7 further (in the context of '...connecting and improving biodiversity to achieve a Natural Capital net gain....)

Question 7: Do you support the overall approach shown in the Indicative Concept Plan? Do you have any comments or suggestions to make?

It is noted that the Concept Plan can only be treated as indicative at this stage in the AAP process, until the outcomes of the various Supporting Studies are known (notably Landscape Character and Visual Impact Assessment, Development Capacity Study, NEC AAP Transport Assessment, NEC Development Viability Assessment, NEC Infrastructure Delivery Plan), and wider consultation with relevant interested parties (e.g. landowners, developers, local communities, local authority bodies etc) has been carried out.

We support the residential-led mixed use allocation for the Site. We support the aspiration to create high quality pedestrian, cycle and public transport connectivity across the AAP area. We support the indication that a Mixed Use District Centre will be provided on the Site though we would suggest that its optimal location can only be determined after further study and masterplanning work. There may also be a need to include an additional Mixed Use Local Centre in the northern half of the Site (subject to further Masterplanning and an assessment on accessibility). We support the intention to provide and integrate Green Infrastructure throughout the AAP boundary, but what provision is made (and how/where it will be provided) will need to be determined following further studies/assessment and Masterplanning. Further consideration will need to be given to the suggested Industrial Development Sites in the north east corner of the Site, to understand what the rationale is for proposing to relocate existing industrial land at Nuffield Road and Cowley Road, to another part of the AAP site. It is assumed that the suggestion is made on the basis that it will provide noise abatement from the A14 to the new residential elements of the Site. However, we consider that there may be other more preferable solutions for controlling noise and, in Masterplanning terms it is less desirable bringing industrial-related traffic through a predominantly residential site. In the absence of clear justification for seeking relocation of industrial uses, we cannot support the industrial element of the proposal.

We aren't yet persuaded that the proposed location and quantum of industrial use is optimal. In particular we have concerns that this is currently shown at the furthest point from strategic highway connections. We also believe that different models and formats of industrial development should be further explored, specifically whether this should be concentrated in a single location, or whether it might be incorporated within a mixed-use approach throughout the Site.

We do not necessarily agree that the Site represents the best opportunity with the overall AAP area to accommodate a significant concentration of industrial uses in a single location.

We would suggest that the Cambridge Business Park is shaded as an Opportunity for Employment Intensification.

In addition to our response for Question 2, we would suggest that the CRC land we would suggest that this land is included within the AAP boundary, and that a new shading is applied that refers to an Opportunity for Education Intensification.

Question 8: Do you agree that outside of the existing business areas, the eastern part of the North East Cambridge AAP area (i.e. the area east of Milton Road) should provide a higher density mixed use residential led area with intensified employment, relocation of existing industrial uses and other supporting uses?

Generally, we support the initial development intentions for the area east of Milton Road. It is considered that this area could accommodate a high density mixed use residential-led development following the relocation of the existing Cambridge Water Recycling Centre and other industrial uses (subject to viability and finding suitable relocation site(s)) from the Site. A comprehensive, design-led, approach across the AAP will help maximise the redevelopment potential of a significant brownfield site in a highly sustainable location.

Question 9: Should Nuffield Road Industrial Estate be redeveloped for residential mixed use development?

Yes, we agree that consideration should be given to relocating existing industrial uses on the Nuffield Road Industrial Estate, in preference for higher density residential-led mixed use redevelopment. Consideration should be given to the viability of doing so (industrial land values are currently relatively high), and where existing businesses will be relocated. An Industrial Relocation Strategy might be appropriate, in order to understand what factors are important to businesses e.g. last mile strategies and what alternative sites might be available to accommodate relocation requirements. ]

As outlined in Question 7, the suggestion to relocate industrial uses from Nuffield Road Industrial Estate to the north east corner of the Site needs to be explained and justified. At this stage we do not support the suggestion to relocate industrial uses to the north-east corner of the Site.

Question 10: Do you agree that opportunities should be explored to intensify and diversify existing business areas? If so, with what sort of uses?

Yes, we broadly support this suggestion, subject to the establishment of a robust and equitable approach to Highways Trip Budget apportionment and s106 tariff system across the wider AAP area. The Cambridge Science Park was first established on the principle of accommodating 1-2 storey, low density commercial buildings within an attractive strategic landscape/parkland setting. Whilst much of the strategic landscaping remains, latter phases of the Science Park have sought to intensify development density, with taller buildings, lower car parking provision, and limited on-plot landscaping (other than to lessen/soften the impact of new development). This approach has been complemented by the introduction of Cambridge North Station Interchange, which has significantly improved accessibility via non-car modes. The growth aspirations now anticipated for the AAP area signals a radical change in approach to new development. New residential communities will be supported by existing and intensified employment and educational opportunities, potentially providing live and work/learning opportunities within walking/cycling distance of each other. Furthermore, access to inter alia Cambridge North, the Guided Busway, and the Chisholm Trail will support accessibility to existing business areas from a much wider catchment, therefore helping to improve the means of accessing work without the need to do so by car.

Opportunities to provide a greater quantum and diversity of employment should be encouraged. This will consolidate and strengthen the concept of the Cambridge Phenomenon, by creating a greater range and quantum of high quality accommodation for new businesses, in close proximity to a critical mass of similar businesses, thereby helping to support knowledge sharing and collaboration through co-location.

In order to promote diversity of employment types, planning policy consideration might be given to encouraging a certain percentage of 'affordable employment', to support the growth of new start-up businesses that require the same close links with similar businesses but cannot afford (and do not currently need) accommodation that becomes available.

Question 11: Are there any particular land uses that should be accommodated in the North East Cambridge area?

The North East Cambridge area should support any use that demonstrably contributes to the Vision and Objectives of the AAP area.
The AAP provides a significant opportunity to create thousands of new homes in a highly sustainable location. The growth of housing in this area will be supported by the economic benefits derived from the long-established science, innovation and business parks (many of which will be intensified), that have collectively grown from the success of clustering knowledge-based industries in close proximity of one another. The housing element of the Site will improve supply and affordability of high quality new homes to the many thousands of employees on these parks, helping to reduce the number of car movements on Milton Road. New homes and jobs on the scale envisage will need to be served by a number of social, retail, community, health, education, leisure and recreation facilities,

Question 12: What uses or activities should be included within the North East Cambridge AAP area which will create a district of culture, creativity and interest that will help create a successful community where people will choose to live and work and play?

It is considered that the inclusion of schools, community facilities, retail and leisure uses, open space, and transport services, in conjunction with walking and cycling connections to neighbouring areas will provide the attributes of a successful community.

The NEC AAP must recognise the wider role it plays in creating opportunities for surrounding communities, of which two neighbouring wards - East Chesterton and Kings Hedges - currently suffer from high levels of deprivation (included in the top three of most deprived wards in Cambridgeshire). The benefits of the AAP area should extend to these areas, to create new employment, education, social, leisure and recreation, health and community opportunities. Where new facilities are introduced to areas experiencing deprivation, a key challenge for optimising use of such facilities is affordability. Free or subsidised charging mechanisms should therefore be considered when providing new facilities for instance e.g. hire of sports pitches, meeting rooms etc.

It should, however, be recognised (and indeed it is in Question 79) that the ambitious development aspirations for the Site and wider AAP area will take a number of years to comprehensively plan and deliver. Certain elements will be possible to deliver early. Notwithstanding this, there is the opportunity to introduce 'meanwhile/worthwhile' uses the area as the transition progresses. Meanwhile/worthwhile uses offer creative and innovative ways of optimising sites on a stop-gap basis, creating a temporary opportunity to capture economic and/or social benefits for the wider area in the period between the closure/or reduction of an existing site operation and the commencement of the intended new development.

Question 13: Should the AAP require developments in the North East Cambridge AAP area to apply Healthy Towns principles?

NEC will provide a considerable opportunity for creating a healthy new community, and supporting neighbouring communities, through access to high quality housing, a design approach founded on sustainable modes of travel (walkable neighbourhoods), and improved employment, shopping, health, education, leisure and recreational opportunities. We also support the intended preparation of the Health Impact and Needs Assessment for NEC, which will take account of the wider deprivation challenges faced in the neighbouring wards of East Chesterton and Kings Hedges.

Question 14: How should the AAP recognise and make best use of the existing and potential new links between the AAP area and the CRC (Cambridge Regional College)?

Please see our response to Question 2.

Question 15: Should clusters of taller buildings around areas of high accessibility including district and local centres and transport stops form part of the design-led approach to this new city district?

We strongly support the principle that the greatest development densities should be located in the areas of greatest accessibility and public amenity. This maximises the potential for sustainable travel patterns and establishes a critical weight of local demand for leisure, cultural and retail uses.

It is important to note that 'high-density' does not automatically mean 'tall' and that compact mid-rise development can often be denser than taller development, particular where the latter is compensated for by a smaller overall development footprint. Compact mid-rise also typically enables a wider range of dwelling types and external amenity space, meeting a wider range housing needs.

We favour a 'transect' based approach to masterplanning which will ensure the density, scale, typology, and uses of development are allocated across the site as a whole and within each neighbourhood in a coordinated way, following the accessibility principle described above and responding to the opportunities and constraints of the Site. This may not mean 'clusters' - it could for example mean that the highest densities are located in 'corridors' along the primary streets, and/or at edges where having denser development acts to shelter lower-scale development from adjacent visual or noise intrusion. The masterplan will be backed up by a design code that will identify/mandate appropriate typologies for achieving the requisite densities in ways that are acceptable in other respects.

In addition to accessibility and other local factors, it is important to note that the extent and location of denser development will be affected by a range of detailed studies and appraisals (including Landscape Character and Visual Impact Assessment), that will recognise - and then balance - the challenges of creating areas of higher density and taller buildings in a highly sustainable location that is, nonetheless, on the edge of Cambridge with areas of open countryside beyond. This may also militate against achieving density through height.

Question 16: Should the AAP include any or a combination of the options below to improve pedestrian and cycling connectivity through the site and to the surrounding area?

A - Create a strong east-west axis to unite Cambridge North Station with Cambridge Science Park across Milton Road. This pedestrian and cycle corridor would be integrated into the wider green infrastructure network to create a pleasant and enjoyable route for people to travel through and around the site. The route could also allow other sustainable forms of transport to connect across Milton Road.

Yes. A strong east-west axis should be included to connect the different parts and proposed uses within NEC, and to encourage movement within the site by sustainable modes of transport.

B - Improve north-south movement between the Cowley Road part of the site and Nuffield Road. Through the redevelopment of the Nuffield Road area of NEC, it will be important that new and existing residents have convenient and safe pedestrian and cycle access to the services and facilities that will be provided as part of the wider North East Cambridge area proposals.

Yes.
C - Upgrade connections to Milton Country Park by both foot and cycle. This would include improving access to the Jane Coston Bridge over the A14, the Waterbeach Greenway project including a new access under the A14 (see Transport Chapter), as well as the existing underpass along the river towpath.

Yes. It is considered that improvements to connections with Milton Country Park and with existing and proposed pedestrian and cycle routes will be important for the success of development within the AAP. It is anticipated that NEC will provide a high density residential development, to take advantage of the close proximity of employment areas and public transport services, but which might limit opportunities for large scale open space/recreation areas. Therefore, it will be important to ensure that any proposal for an underpass will maximise connectivity through the Site, capitalising on permeability and wider Green Infrastructure initiatives (e.g. Waterbeach Greenway, Chisholm Trail, improving the public realm function of the 1st Drain etc).

D - Provide another Cambridge Guided Bus stop to serve a new District Centre located to the east side of Milton Road.

We support the suggestion to improve public transport accessibility around NEC but further work should be undertaken to determine whether an additional 'guided' busway stop is required or whether a 'normal' bus service, which could feasibly use the same buses as those on the Busway, could deliver the same benefits.

E - Increase ease of movement across the sites by opening up opportunities to walk and cycle through areas where this is currently difficult, for example Cambridge Business Park and the Cambridge Science Park improving access to the Kings Hedges and East Chesterton areas as well as the City beyond.

We very much support opportunities to increase the ease and convenience of walking and cycling movements across sites in NEC, as this will strengthen the concept of promoting internalised trips and reduce the reliance on travel by car.

Question 17: Should we explore delivery of a cycling and pedestrian bridge over the railway line to link into the River Cam towpath?

It is noted that the River Cam towpath is identified as a route within the Waterbeach Greenway project, and it would be appropriate to take the opportunity to provide a pedestrian and cycling connection from this route into NEC, subject to the availability of funding.

The high density redevelopment of NEC is unlikely to achieve the level of Public Open Space that might otherwise be required under local plan policy. The focus is instead likely to be on securing high quality, flexible-use open space on-site, and improving/providing new connections to informal open space networks to the north and east of the AAP area (including the Waterbeach Greenway). Accordingly, an appropriate means of accessing off-site Green Infrastructure for NEC will be required, and the suggestion of a pedestrian/cycle bridge would facilitate this.

Please see our responses to Questions 2 and 7.

Question 18: Which of the following options would best improve connectivity across Milton Road between Cambridge North Station and Cambridge Science Park?
A - One or more new 'green bridges' for pedestrians and cycles could be provided over Milton Road. The bridges could form part of the proposed green infrastructure strategy for NEC, creating a substantial green/ecological link(s) over the road.
B - Subject to viability and feasibility testing, Milton Road could be 'cut-in' or tunnelled below ground in order to create a pedestrian and cycle friendly environment at street level. This option would allow for significant improvements to the street which would be more pleasurable for people to walk and cycle through.
C - Milton Road could be significantly altered to rebalance the road in a way that reduces the dominance of the road, including rationalising (reducing) the number of junctions between the Guided Busway and the A14 as well as prioritising walking, cycling and public transport users.
D - Connectivity across Milton Road could be improved through other measures. We would welcome any other suggestions that would improve the east-west connectivity through the site.
E - Other ways of improving connections (please specify)

In response to all five options listed above, we generally support the principle for securing high quality east-west connectivity. However, the means of crossing Milton Road will involve a range of complex issues, which cannot be determined at this stage. The crossing solution(s) should not ultimately be compromised by concerns about short-term disruption and inconvenience. The east-west axis will be fundamental in the overall success of NEC, and the justification for internalising trips will be partly made on the basis that pedestrian and cycle connectivity across NEC will be safe and convenient (and therefore likely to be commonly used as a means of travel).

Option A is considered to be the preferred option as it provides the opportunity to create a substantial green link over the road without adversely affect the flow of traffic on Milton Road, which has existing network capacity issues. It will also limit the impact on the operation of the Milton Road during construction when compared with either Option B and C.

Option B would likely result in significant disruption to the road network during construction and would likely require the lowering or redirecting or Statutory Undertakers Utilities. Both Option B and C would result in alterations to the access junctions into the Science Park and the Site, both of which have limited access opportunities for their respective sizes.

Question 19: Should development within the North East Cambridge area be more visible from Milton Road, and provide a high quality frontage to help create a new urban character for this area?

We generally support the suggestion of making new development within NEC more visible from Milton Road and providing a high quality frontage to create a new urban character for the area. Milton Road is currently a highly car dominated environment, with a number of confusing junctions serving Cambridge Science Park and Cowley Road. However, it is noted that Milton Road acts as a key north / southbound route into and out of Cambridge, and the Milton Interchange forms part of the Strategic Road Network and connects Cambridge to the A14 (a major east to west route, which has recently been upgraded to improve capacity). Given the level of traffic using this stretch of the Milton Road to access the Strategic Road Network at this location, the potential to reduce traffic to provide a high quality new urban character for the area may be limited in the short term. Notwithstanding this, where Milton Road runs southwards the nature of the road starts to change and becomes more urban in nature, potentially becoming more conducive to active frontage and activity on the footway.

Question 20: Do you agree with proposals to include low levels of parking as part of creating a sustainable new city district focusing on non-car transport?

Yes, we generally support this principle NEC provides an opportunity to reduce levels of parking, as part of a package of transport measures including new and additional walking and cycling routes, public transport services, and car share schemes. However, we would also suggest that interim car parking strategies might need to be considered, to support 'pioneer' uses/development during transitional phases of NEC i.e. until the full package of transport infrastructure and initiatives can be fully realised. As new infrastructure/initiatives are introduced, interim car parking can be gradually phased out.

Question 21a: In order to minimise the number of private motor vehicles using Milton Road, should Cambridge Science Park as well as other existing employment areas in this area have a reduction in car parking provision from current levels?

We very much support opportunities to reduce the reliance on travel by car in and around NEC, and instead increase the ease and convenience of walking and cycling movements across sites in NEC, as this will strengthen the concept of promoting internalised trips.

Question 21b: Should this be extended to introduce the idea of a reduction with a more equitable distribution of car parking across both parts of the AAP area?

Yes, as part of a package of transport measures to encourage travel by sustainable modes of transport.

Question 22: Should the AAP require innovative measures to address management of servicing and deliveries, such as consolidated deliveries and delivery/collection hubs?

Yes, subject to further understanding of the requirements of businesses and the needs of residents. The North East Cambridge area could include a number of delivery/collection hubs.

Question 23: Should development within the North East Cambridge area use car barns for the storage of vehicles?

We support the idea of using car barns, as part of a wider package of parking solutions across NEC. Whilst it is recognised that private on-plot parking is unlikely to be widely encouraged, there will inevitably be demand from some residents to have access to the use of a car/secure car parking but this should be priced accordingly to the end user. Car barns provide communal access to parking, and are typically located in less convenient locations in order to discourage frequent use. As an example, if a car was needed to do a weekly shop, the resident would park outside their property to unload their car and then move the car to a car barn. Car barns can also be used by 'car clubs', so that a resident can book a car for a certain period of time but not have the long-term cost and use commitment to owning a private car. The versatility of car barns should also be recognised, as parking can be let on a temporary basis and, as trends change, can be converted into alternative uses to reduce car usage further.

Question 24: Within the North East Cambridge area green space can be provided in a number of forms including the following options. Which of the following would you support?
A - Green space within the site could be predominately provided through the introduction of a large multi-functional district scale green space. Taking inspiration from Parker's Piece in Cambridge, a new large space will provide flexible space that can be used throughout the year for a wide range of sport, recreation and leisure activities and include a sustainable drainage function. The sustainable drainage element would link into a system developed around the existing First Public Drain and the drainage system in the Science Park. The green space could be further supported by a number of smaller neighbourhood block scale open spaces dispersed across the site.
B - Green spaces within the site could be provided through a series of green spaces of a neighbourhood scale that will be distributed across the residential areas. These green spaces will also be connected to the green infrastructure network to further encourage walking and cycling. Again, these spaces will include a sustainable drainage function and link into the existing First Public Drain and the Science Park drainage system.
C - Enhanced connections and corridors within and beyond the site to improve the biodiversity and ecological value as well as capturing the essential Cambridge character of green fingers extending into urban areas. These corridors could also be focussed around the green space network and sustainable drainage and would reflect the NPPF net environmental gain requirement.
D - Green fingers to unite both sides of Milton Road and capitalise on the existing green networks.
E - Consideration of the site edges - enhancement of the existing structural edge landscape and creating new structural landscape at strategic points within and on the edge of NEC. This would also enhance the setting to the City on this important approach into the City.
F - Creation of enhanced pedestrian and cycle connectivity to Milton Country Park and the River Cam corridor.

In response to all six options listed above, we support the principle for securing high quality green infrastructure across NEC. Subject to further capacity testing and Masterplanning, on-site provision might feasibly take the form of a larger green space for the whole NEC and complemented by smaller 'neighbourhood scale' spaces and enhanced connections and corridors to off-site green infrastructure. We aren't persuaded that Parkers Piece is an appropriate comparable for the size and function of this space but do consider that the green space should draw lessons from existing green spaces in Cambridge. However, in supporting the theme of innovation at all stages of the development it will be important to consider smart solutions for the open space strategy, maximising flexibility across all areas of on-site open space. For instance, playing fields associated with on-site school provision should be available to the wider community, at times when it is not required by the school. Management and security issues will need to be carefully considered in this regard. Landscape vegetation should encourage biodiversity, whilst also performing softening/screening functions. Formal playspace should be able to accommodate multi-use activities during the day and evening and throughout the year. Green infrastructure might incorporate elements of food growing e.g. fruit trees, herbs, and vegetables, enabling free access to foods that help promote healthier lifestyles.

In terms of the suggestion of how open space will be provided (and in what format and amount), this cannot be determined at this stage of the process. A series of studies and assessments have been or are being commissioned by Cambridge City Council, which will help inform development principles and Masterplanning. Consultation will also need to be carried out with a number of interested parties, including landowners, developers, local communities and local authority bodies. Therefore, we are neither supporting nor objecting to any of the suggested options at this stage.

Question 25: As set out in this chapter there are a range of public transport, cycling and walking schemes planned which will improve access to the North East Cambridge area. What other measures should be explored to improve access to this area?

We generally support the suggested options for improving public transport, cycling and walking accessibility around NEC. The proposed Waterbeach Greenway should be directed through the Site, to create a coherent route from Waterbeach to the station. This will allow future residents of the Site to cycle to the station helping to providing a means of travel for the 'first mile / last mile' of the journey to / from the station.

A new route for a busway from the proposed Waterbeach development should be routed through the Site down to Cambridge North Station. Stops on the route could form transport interchanges linking to other bus routes and cycle routes. High quality cycle links should be implemented to connect into existing infrastructure such as the Chisholm Trail.

The route of these two transport spines through the Site will help develop a single coherent sustainable transport corridor down to the station allowing seamless interchanges between transport modes where the routes intersect with one another. The interchanges will be located within a high-quality urban environment close to high density district centres and attractive locations encouraging linked trips and improving access to the district centres by public transport.
It will important to ensure that consideration is always given to promoting access beyond the AAP boundary (as currently shown), such as recognising the education/social role that CRC plays in the west, the retail and leisure/recreational/biodiversity roles of Tesco and Milton Country Park in the north, the leisure/recreational/biodiversity role of the river and green corridors in the east, and the existing Cambridge communities in the south.

Question 26: Do you agree that the AAP should be seeking a very low share of journeys to be made by car compared to other more sustainable means like walking, cycling and public transport to and from, and within the area?

We support the concept of encouraging a greater share of non-car modes of travel for NEC, but note that it is a concept that will need to be accepted by all landowners/occupiers in the AAP boundary in order for it to be successfully implemented. This is broadly in accordance with the advice from the Ely to Cambridge Transport Study, and will be further tested in the NEC AAP Transport Assessment work (due to be commissioned).

Question 27: Do you have any comments on the highway 'trip budget' approach, and how we can reduce the need for people to travel to and within the area by car?

We support the principle of a 'trip budget' as there is limited scope for large scale engineering interventions to create more capacity on the road network. However, the trip budget must be carefully considered and tested to ensure that it is both suitable and realistic. Appropriate measures will need to be employed if the trip budget is exceeded. The monitoring process will need to be carefully considered, as various land uses across the AAP site will be allocated a share of the trip budget.

Question 28: Do you agree that car parking associated with new developments should be low, and we should take the opportunity to reduce car parking in existing developments (alongside the other measures to improve access by means other than the car)?

We generally support the concept of encouraging a greater share of non-car modes of travel for NEC. This is broadly in accordance with the advice from the Ely to Cambridge Transport Study, and will be further tested in the NEC AAP Transport Assessment work (due to be commissioned). It is recognised that many existing employment uses, such as those in Cambridge Science Park, St John's Innovation Park and Cambridge Business Park, will have authorised car parking at significantly higher levels than what is now intended for NEC. We would support the Councils working with various landowners in exploring innovative/incentivised ways of reducing car usage from those sites.

Question 29: Do you agree that we should require high levels of cycle parking from new developments?

We support the suggestion of requiring high levels of cycle parking from new developments. This approach will be supported by the new cycling infrastructure that is planned for Cambridge, including the Chisholm Trail and Waterbeach Greenways. Cycling helps support healthy lifestyles, and is a viable means of travelling around a compact city, assuming that safe and convenient routes and secure/covered parking can be provided. New and existing workplaces can be encouraged to provide showers, changing facilities and lockers to encourage staff to cycle into work.

Question 30: Should we look at innovative solutions to high volume cycle storage both within private development as well as in public areas?

Cycling is key to achieving a mode split and demand must be met, and therefore we support the suggestion of innovative solutions to cycle parking. As part of further capacity testing, Masterplanning and detailed design, consideration will be given to innovative storage solutions (using domestic and international examples) that enables cycle parking to be integrated appropriately into the public realm. The concept of micromobility should also be embraced, with provision made for parking dockless bikes to ensure that they are not left in inconsiderate locations such as the footway.

Question 31: What additional factors should we also be considering to encourage cycling use (e.g. requiring new office buildings to include secure cycle parking, shower facilities and lockers)?

New office buildings should include covered, secure cycle storage, showers and lockers. The cycle parking should also be conveniently located at basement/ground floor level or within easy access of lifts capable of transferring bikes between levels. Where possible segregated access for cyclists should be provided to minimise the conflict with pedestrians and vehicles accessing buildings.

Question 32: How do we design and plan for a place that makes the best use of current technologies and is also future proofed to respond to changing technologies over time?

Energy strategies
We will expect development on the Site to have a very low 'in use' energy demand, through robust design of built fabric and services. This will make it easier to meet more of the scheme's energy demand from renewable and low carbon energy sources - and in some case may allow a 'net positive' energy balance to be achieved. Implications for wider energy networks should also be considered, with consideration of energy storage and demand control options at building and community level.

Form and fabric

Development within the Site will be designed, at both masterplan and building scale, to result in minimal energy use through sensitive consideration of site conditions and a robust approach to fabric performance, using passive design strategies to achieve good comfort, day-lighting and air-quality.

Building services

Developments should ensure they build on high quality design of form and fabric by specifying robust and efficient building services. If care has been taken in the design of the built fabric, it should be simpler for efficient building services to meet the needs of those who live and work in a building.

Energy generation and supply

Once the gross energy demand for the proposed development has been reduced through efficient built form and services, it will become possible to evaluate how a greater proportion of its needs can be met through renewable and low carbon energy sources.

Provision for electric charging points for vehicles should be implemented to ensure that both residents and workers have access to electric car charging points. Way-finding points and real time journey time information should be implemented across the Site to ensure people have accurate up to date travel information.

Delivery hubs should be provided on the periphery of the site to intercept large delivery vehicles from accessing the site. This will also help to consolidate deliveries and reduce the need for large vehicles to enter the Site, with smaller electric vehicles providing the final leg of the journey to the front door of the residence or workplace.

Subterranean bins should be provided on the Site to minimise space requirements for waste storage and provide a secure location for the bins.

Question 33: What sort of innovative measures could be used to improve links between the Cambridge North Station and destinations like the Science Park?

It is considered unlikely that an at grade crossing can be located to link the Science Park with the station due to capacity constraints on Milton Road. A well-designed overpass for pedestrians and cyclists may provide the best option to effectively reduce severance caused by Milton Road and link the station with the Science Park. The journey from the station to the Science Park, will be the last / first mile of commuter journey and micromobility solutions such as dockless e-bikes should be provided to support the movement on this link.

Question 34: Are there specific types of employment spaces that we should seek to support in this area?

The knowledge-based cluster around Cambridge Science Park, St John's Innovation Park, and Cambridge Business Park is internationally recognised, and the significant economic role that it offers to NEC must be fully harnessed to encourage complementary industries (Artificial Intelligence, R+D and laboratories for smaller emerging businesses that need the cluster benefits, maker-space etc) and optimise further employment opportunities. We would therefore expect a range (in terms of use and size) of employment spaces across NEC, including Science, Research & Development and Technology-related employment. However, in advocating innovation throughout NEC, policy limitations should not be imposed that unduly restrict any particular use at this stage.

Question 35: In particular, should the plan require delivery of:
A - a flexible range of unit types and sizes, including for start-ups and Small and Medium Sized Enterprises (SMEs);
B - Specialist uses like commercial laboratory space;
C - hybrid buildings capable of a mix of uses, incorporating offices and manufacturing uses.
D - shared social spaces, for example central hubs, cafes.
E - Others (please specify).

We generally support all of the suggested options at this stage, and would seek inclusion of corporate headquarters within category A. These options should equally be applied to proposals for meanwhile/worthwhile uses, in order to optimise economic development benefits and promote innovation at the earlier stages of the development process for NEC.

Question 36: Which of the following approaches should the AAP take to existing industrial uses in the North East Cambridge area?
A - seek to relocate industrial uses away from the North East Cambridge area?
NEC represents a significant and unique opportunity to create a new and innovative high-density, high quality, mixed use Quarter for Cambridge and its surrounding area. The opportunity is dependent on Housing Infrastructure Funding that will facilitate the relocation of the Water Treatment Works, and optimise the quantum of new housing across the Site. Whilst it is recognised that other, non-residential uses, will also be needed in NEC in order to promote multi-functioning mixed communities and internalised trips, capacity testing and Masterplanning will need to carefully identify what uses (and how much) will be appropriate. Whilst the prospect of utilising some of the Site for industrial use has not, at this stage, been discounted, justification for the need and location of such a use will need to be very carefully considered. A greater understanding of industrial need is therefore required, and in particular how essential it is for certain businesses to be in Cambridge. Consideration should also be given to whether existing businesses are compatible with residential neighbourhoods, as if so, there may be scope to incorporate industrial (i.e. b1c) accommodation within a mixed use development. This might, for instance, include ground floor workshops/maker spaces where noise, odour, other forms of pollution, and type of deliveries will not give rise to unacceptable living conditions for neighbouring properties. For existing businesses where there is not a demonstrable need to be in Cambridge, relocation options outside the NEC should be considered.

B - seek innovative approaches to supporting uses on site as part of a mixed use City District?
See response to A, above.

Question 37: Are there particular uses that should be retained in the area or moved elsewhere?

See response to A, above. The AAP should set out the strategy for determining the needs of individual businesses (and whether there is an operational imperative to be closely related to Cambridge, and how the relocation of existing industrial uses can be appropriately implemented..

Question 38: Should the AAP require a mix of dwelling sizes and in particular, some family sized housing?

The residential ambitions and opportunities in NEC (and particularly the Site) will need to be fully understood and embraced in order for the Vision and Objectives of the AAP to be realised. For the high density levels of new housing envisaged, innovation will be essential at all stages and in all forms. Traditional approaches to housing in Cambridge are unlikely to be appropriate. Housing will be made available for a much wider market than might otherwise be expected for a new settlement/strategic urban extension elsewhere in the county (e.g. Northstowe, Waterbeach, Cambourne), including that which is more aligned to smaller household sizes e.g. students, post-graduates, young professionals, and older persons looking to downsize. Where family housing is to be provided, it will require 'smarter-space' solutions to reflect the Site-wide high density approach.
A greater understanding of need and demand, market trends and viability will be needed to define housing requirements for NEC in later stages of the AAP process.

Question 39: Should the AAP seek provision for housing for essential local workers and/or specific housing provided by employers (i.e. tethered accommodation outside of any affordable housing contribution)?

Yes, see response to Question 38.

Question 40: Should the AAP require 40% of housing to be affordable, including a mix of affordable housing tenures, subject to viability?

We generally support the suggestion of having a challenging target for the provision of affordable housing. There is a chronic shortfall of affordable housing in South Cambridgeshire and Cambridge City, and the residential growth aspirations of NEC could make a significant contribution in reducing housing shortfall. It is also important to ensure that there are a range of homes of different sizes and tenures to achieve mixed and balanced communities. However, it is also important to ensure that the policy is sufficiently flexible to address viability challenges, and takes a pragmatic approach when recognising how different types of housing are provided and thereafter managed and maintained e.g. less reliance on traditional approaches of 'pepper-potting' etc. There is a significant cost in delivering the level and type of development envisaged and it will be essential to ensure that delivery of the development can be secured on a viable basis. Consideration must also be given to exploring other means of making housing more widely accessible, such as through PRS for instance.

Question 41: Should an element of the affordable housing provision be targeted at essential local workers?

We generally support this suggestion, but a more detailed understanding of housing need and demand in the area, and indeed an understanding of what key employers in the area require, should be undertaking before developing an AAP-specific affordable housing policy.

Question 42: Should the AAP require a proportion of development to provide custom build opportunities?

We generally support this suggestion, but again a greater understanding of demand, need and viability is required. Consideration should be given to examples where successful custom-build housing has been delivered, such as Marmalade Lane, Cambridge's first co-housing community made up of 42 custom build homes.

Question 43: Should the AAP allow a proportion of purpose built HMOs and include policy controls on the clustering of HMOs?

We support the suggestion of creating more shared living and co-living housing opportunities, as these can help improve variety and access to more affordable, good quality accommodation. This type of housing typically incorporates shared services and facilities and can benefit both younger and older aged groups. However, again a greater understanding of demand, need and viability is required.

Question 44: Should the AAP include Private Rented Sector (PRS) as a potential housing option as part of a wider housing mix across the North East Cambridge area?

We generally support this suggestion, as it typically lends itself to earlier delivery, it can be part of an affordable housing mix, and may suit the needs of the adjoining employment base. Similar to HMO's, PRS development needs to be well-managed to integrate successfully. Again a greater understanding of demand, need and viability is required.

Question 45: if PRS is to be supported, what specific policy requirements should we consider putting in place to manage its provision and to ensure it contributes towards creating a mixed and sustainable community?

We would suggest that this needs to be considered in greater detail, including need and demand, management of facilities, services, and amenities should be well defined and required.

Question 46: Should PRS provide an affordable housing contribution?

Subject to viability, policy requirements will need to reflect the distinct economics of this tenure. In most cases (as in London) this is acknowledging that a form of Discounted Market Rent (capped at 80% of Open Market Rents) is most applicable, as this can be managed by a non-Registered Provider and therefore enables tenure blind blocks to be delivered by PRS operators.

Question 47: What 'clawback' mechanisms should be included to secure the value of the affordable housing to meet local needs if the homes are converted to another tenure?

Typically a profit sharing mechanism up to an agreed cap (cap to be reflective of the affordable housing contribution possible for open market sale units - i.e. the value difference between a private for sale scheme at 40% and a PRS scheme at 30%)

Question 48: What would be a suitable period to require the retention of private rented homes in that tenure and what compensation mechanisms are needed if such homes are sold into a different tenure before the end of the period?

We would suggest a period of 15 years with clawback as outlined in Questions 46 and 47. This period is proposed in the London Plan and is generally accepted by institutional investors

Question 49: What type of management strategy is necessary to ensure high standards of ongoing management of PRS premises is achieved?

We consider that this should be agreed with each operator, and should be brief and relevant to planning matters. This could ensure all prospective tenants are offered the option of a three year tenancy.

Question 50: Should the area provide for other forms of specialist housing (including older people, students & travellers), either onsite or through seeking contributions for off-site provision?

We generally support this suggestion, but again a greater understanding of demand, need and viability is required. A comprehensive analysis of the demographic portrait of Cambridge and its surrounding environs over the next 25 years should be undertaken to assess how new policy interventions - such as NEC (intensified housing and employment uses; new housing 'products' to promote affordability and variety), new transport initiatives to improve access to employment, shopping, leisure and recreation etc, may affect demand and supply of different forms of housing for the local population catchment. In terms of 'housing mix', this might then manifest into redefining 'mainstream' housing, to expand into other groups such as students/graduates, first-time buyers, those requiring good quality rental properties, downsizers, elderly care.

Question 51: Should the AAP apply the national internal residential space standards?

We generally support this suggestion. This is a standard that ensures appropriate homes are delivered that meet the needs of the occupants. However, there may be some formats where exceptions may be appropriate - for example co-living formats including student and young professional accommodation, housing for 'downsizers' etc. These groups may prefer smaller homes with greater shared space and it may be appropriate to provide for this need in the context of a balanced housing offer. However, in these cases we would expect there to be clear requirements around the nature and quality of shared space. We would also encourage pilot testing (on a smaller scale) of more innovative solutions to housing, which might include other micro-living models that have not yet been used in Cambridge but have proved successful in other UK/international cities.

Question 52: Should the AAP develop space standards for new purpose built HMOs?

All new housing should meet the Technical Housing Standards and offer adequate shared spaces to not only provide adequate space in a HMOs scenario but above all provide homes that are future proofed as people's lifestyle changes and needs such as working from home also emerge. Future-proofed housing is to offer adequate space for a wide range of scenarios, not only HMOs. A specifically-developed space standards for new purpose built HMOs may prove unnecessary or irrelevant if HMOs within the AAP is then not delivered through a purpose-built type. Please see our response to Question 51.

Question 53: Should the AAP apply External Space Standards, and expect all dwellings to have direct access to an area of private amenity space?

We support the principle of ensuring that all homes have adequate and appropriate access to outdoor space and support the aspiration for most homes to have some private outdoor space. We would, at this stage, question whether it is realistic to expect that 100% of dwellings will have direct access to an area of private amenity space, given the quantum of development envisaged and the range of different housing typologies that will be necessary to deliver this quantum. In situations where it isn't appropriate to deliver private outdoor space, convenient access to high quality communal and public spaces would be provided. Ultimately, a flexible approach to residential amenity space must be taken, incorporating elements such as roof gardens and balconies as well as elements such as private gardens.

Question 54: Should the AAP apply the Cambridge Local Plan accessibility standards?

We generally support this suggestion in principle. This standard is meeting Part M of the Building Regulations, however due to the requirements of meeting a higher than normal housing number target on the Site, we require flexibility on how the standard is applied. It is important that the Cambridge Local Plan accessibility standards offers flexibility on how the standards are achieved across the many elements of the new masterplanned scheme. While designing for and incorporating accessibility standards is also accepted as a progressive way to future-proof new housing, it is important the standards do not affect the ability of the scheme to meet the density and the target housing required. Currently the Cambridge Local Plan has adopted the optional standard Part M4(2) and has also adopted M4(3) based on a percentage, which is still higher than the national standards, this may have an adverse impact on our scheme.

Question 55: Do you agree with the range of considerations that the AAP will need to have regard to in planning for new retail and town centre provision in the North East Cambridge area? Are there other important factors we should be considering?

The ambitious intentions for NEC are likely to see the creation of thousands of new homes and intensified employment opportunities forming part of new mixed, balanced and prosperous new communities. This new 'Quarter' will therefore require district and local centres to help support and sustain it. Non-residential uses will help create vitality and vibrancy to NEC.

Question 56: Should the Councils be proposing a more multi-dimensional interpretation of the role of a town centre or high street for the North East Cambridge area, where retail is a key but not solely dominant element?

We generally support this suggestion. We would highlight the importance of seeking innovative, creative and flexible solutions across the Site and this will be applied when considering how a District or Local Centre is planned and delivered. Longer term trends (national, regional and local) relating to retail and leisure uses will need to be carefully considered in arriving at a strategy that will support the long term vitality and vibrancy of NEC.

Question 57: What community facilities are particularly needed in the North East Cambridge area?

Opportunities will exist to provide access to new services and facilities for residents of NEC and existing surrounding local communities. In terms of the latter, where there are higher levels of deprivation, the cost of using new facilities will need to take account of affordability issues to ensure the cost of use is not prohibitive to those on no/low incomes.
Provision will need to be informed by the NEC Community Facilities Audit, whilst also taking account of the growth assumptions of NEC (including sizes and tenures of housing, as this will have potentially very different outcomes on need). Provision of facilities should offer flexibility and multi-functional spaces.

Question 58: It is recognised that maximising the development potential of the North East Cambridge area may require a different approach to meeting the sport and open space needs of the new community. How might this be achieved?

See our response to Question 24. Owing to the ambitious development aspirations of the Site (and NEC) it will be necessary to consider a comprehensive package of solutions (on and off-site) for open space and recreational strategy. This strategy will be complemented by the various improvements to green infrastructure provision in and beyond the AAP boundary, facilitating greater access opportunities by walking and cycling.

Question 59: Should open space provision within the North East Cambridge area prioritise quality and functionality over quantity?

See our response to Question 24.

Question 60: Should open space provision within the North East Cambridge area seek to provide for the widest variety of everyday structured and unstructured recreational opportunities, including walking, jogging, picnics, formal and informal play, casual sports, games, dog walking and youth recreation?

We generally support this suggestion. It will be important to ensure that all spaces within the Site are fully optimised, and creative/innovative solutions should be considered to allow for flexible/multi-functional uses.

Question 61: Where specific uses are required to provide of open space as part of the development, should the AAP allow for these to be met through multiple shared use (for example school playing fields & playing pitches for the general public)?

See our response to Question 24.

Question 62: Within this overall approach, in particular, which option do you prefer in relation to carbon reduction standards for residential development?
A - a 19% improvement on 2013 Building Regulations (the current Cambridge Local Plan standard); or
B - a requirement for carbon emissions to be reduced by a further 10% through the use of on-site renewable energy (the current South Cambridgeshire Local Plan standard); or
C - a 19% improvement on 2013 Building Regulations plus an additional 10% reduction through the use of on-site renewable energy (combining the current standards in the Local Plans); or
D - consider a higher standard and develop further evidence alongside the new joint Local Plan.

At this stage we support Option D. This is a complex area of policy setting due to the current grid decarbonisation and emerging guidance from different bodies such as the UKGBC task force, and the GLA London Plan. The context of the electricity grid decarbonisation should be considered to ensure that any targets set do not create perverse outcomes in the future over the timescales of the development and should consider the appropriateness of energy efficiency targets as well as carbon targets.

The AAP should aim to be exemplar while also drawing on the most up to date emerging evidence.

Question 63: Do you support the approach to sustainable design and construction standards suggested for the AAP?

Yes, we generally support the AAP sustainable design and construction approaches set out. However with regard to water recycling we think that while water recycling can be an important part of reducing water consumption if used inappropriately can be unsustainable. Therefore we would expect a rounded view to be taken as to when it is most appropriate to apply the highest levels of water recycling (as required by the maximum BREEAM credits for water efficiency), including an understanding of maintenance and carbon efficiency.
Question 64: Do you support the proposal for the AAP to be clear that review mechanisms should be built into any planning permissions in order to reflect changes in policy regarding sustainable design and construction standards in local and national policy? What other mechanisms could be used?

Yes we think it is important to recognise that not all future scenarios are foreseeable and that in order to avoid perverse outcomes in future it may be necessary to reappraise the policy requirements so that the most up to date and relevant standards are applied where necessary, reasonable and practicable.

It may also be advisable to follow guidance from notable charities and NGOs (e.g. UKGBC)

Question 65: Do you support the plan requiring delivery of site wide approaches to issues such as energy and water, as well as the use of BREEAM Communities International Technical Standard at the masterplanning stage?

Subject to further Masterplanning, technical assessment and feasibility testing, we generally support the approach to site wide water proposed and support the approach to innovate energy infrastructure such as smart energy grids. We support the view that infrastructure necessary for decentralised energy should be explored early on in consultation with relevant parties and that consideration should be given to a range of technologies and approaches to ensure the approach with the lowest carbon overall can be identified and supported.

We fully support the principles in BREEAM Communities and believe that while certification often brings a certainty of outcomes it does not always. The effective outcomes of applying BREEAM communities at this stage should be subject to further consideration.

Question 66: Are there additional issues we should consider in developing the approach to deliver an exemplar development?

Consideration should be given to the embodied impacts of buildings and infrastructure installed as well as opportunities to support the circular economy. Consideration should also be given to embracing and supporting innovative smart-tech and infra-tech initiatives where feasible and viable to do so.

Question 67: What approach should the AAP take to ensure delivery of a net gain in biodiversity?

In terms of the Site, owing to the on-going uses of land e.g. Water Recycling Centre, driving range, former Park and Ride site, it is considered likely that it will have limited biodiversity value. It will be necessary, at the relevant stage in the process, to carry out site specific investigations on the potential suitability of habitat for protected species, and to consider mitigation where appropriate. If the assumption is correct, it seems reasonable to believe that the Site can deliver net gains in biodiversity. Notwithstanding this, sites within NEC may be asked to consider biodiversity collectively, to show how habitat mosaics and corridors can be delivered on a more strategic basis. In this event, the AAP will need to provide greater clarity on what process is likely to be followed, and how this will be applied to individual development schemes.

Consideration will also need to be given to increasing the amount of tree canopy cover in NEC.

Consideration should be given to where biodiversity enhancements opportunities exist in nearby areas as well so that the best opportunities for linkages beyond the site boundary are identified as well as ensuring the best opportunities locally can be realised if necessary to meet the net gain requirements.

Question 68: Should the AAP require developments in the area to integrate SMART technologies from the outset?

We generally support the suggestion that NEC should seek to integrate SMART technologies from the outset. As we have previously noted, we will seek to encourage innovative, creative and adaptable solutions throughout all elements of development on the Site. It will be important to consider preparation of a digital strategy for NEC, to seek optimum speeds for broadband/fibre, opportunities to integrate SMART technology in homes, businesses and other development around NEC.

Question 69: Should the AAP require the use of an underground waste system where it is viable?

We support innovation throughout all elements of development on the Site (and indeed NEC). Rather than committing to any specific type of solution at this stage, it will be necessary to understand whether innovative systems used on other sites, such as North West Cambridge, can be applied on the Site.

Question 70: Do you agree that the AAP should prioritise land that can feasibly be developed early? Are there any risks associated with this proposed approach?

The obvious challenge with sites seeking early release/delivery is how they demonstrate that development will not prejudice the wider delivery aspirations of NEC. Where landowners/developers can explain how development can be carried out in a coordinated/comprehensive manner, it seems reasonable to expect that early delivery can be achieved. A coordinated/comprehensive approach must fully ensure that all development complies with s106 tariff/highways trips budgets, in an equitable manner.

As discussed later in Questions 79 and 80, we would encourage a positive policy approach be taken in supporting temporary/meanwhile uses in order to activate the Site in its earlier development phases, and to optimise economic and social benefits in the local area.

Question 71: Should the AAP include a relocation strategy in preference to leaving this to the market to resolve?

The representations of landowners and occupiers will inform the approach. It is considered that the AAP will need to identify and define a strategy for key sites/uses to be relocated, but maintain flexibility for others. Notwithstanding this the NEC has significant potential to deliver economic, social and environmental benefits, and whilst there are a relatively small number of landowners, the strategic opportunities must not be compromised by one or more parties that are unwilling to support the delivery of the NEC. Accordingly, the Councils cannot discount the possibility of using their CPO powers if required.

Question 72: Do you agree with an approach of devising a Section 106 regime specifically for the North East Cambridge area? If not, what alternative approach should we consider?

An infrastructure delivery plan should be prepared for the North East Cambridge Area to identify the infrastructure required and the costs associated with those projects, in order to inform discussions on planning obligations. It would be reasonable to expect all development within the area to contribute towards the required infrastructure, where it benefits the AAP area as a whole rather than individual sites/landownerships

Question 73: What approach do you consider the most appropriate basis on which to apportion the cost of the infrastructure requirements arising from different land uses to ensure an equitable outcome?

We consider that this should form part of a specific study that includes, inter alia, the following considerations:
*Identify the infrastructure required across the AAP area that is necessary to delivering the comprehensive vision. This might include key routes, connections, bridges / underpasses, transport, education, energy/utilities, social etc.
*Identify where these are most appropriately located to meet the AAP vision.
*Establish a cost base for these, including appropriate cost of land recognising that in some cases it would be otherwise used for residential or other development
*Establish an appropriate equalisation formula across the AAP, levied on all new development. This could be one or a combination of a tariff per m2, per net acre etc and may be varied by use class.
*Set this out in a policy / legal framework with an appropriate indexing mechanism

Question 74: How should the AAP take into account potential changes over time, both positive and negative, that might affect development viability?

We consider that this should form part of a specific study that includes, inter alia, the following considerations
*ensuring that development continues steadily over potentially a number of economic cycles - this possibility should be acknowledged and planned for at the outset
*Any viability test whereby s106 or AH requirements would be reduced would need to be carefully calibrated to ensure that infrastructure is protected.
*A review mechanism within the S106 Agreement would allow viability to be reassessed if circumstances change.

Question 75: Do you agree with the proposal to require land assembly where it can be demonstrated that this is necessary for delivering the agreed masterplan for the North East Cambridge area and/or the proper planning of development?

Yes. This does not directly affect U+I. Land assembly will help to ensure the delivery of comprehensive redevelopment of NEC.

Question 76: Should the AAP state that the Councils will consider use of their Compulsory Purchase powers? If so, should the AAP also set out the circumstances under which this would appropriate?

The NEC has significant potential to deliver economic, social and environmental benefits, and whilst there are a relatively small number of landowners, the strategic opportunities must not be compromised by one or more parties that are unwilling to support the delivery of the NEC. It therefore seems appropriate for the AAP to specify how the Councils will use their CPO powers if required, and the circumstances for doing so. This will need to include the viability and timescales of pursuing a CPO process.

Question 77: Should the Councils actively seek to facilitate joint working between the various landowners/developers within the North East Cambridge area? If so, what specific matters could we target for joint working?

Yes. There are a range of stakeholders and landowners involved in the development at the North East Cambridge area, and the successful delivery of NEC will require a coordinated approach. This will need to consider a range of issues including connectivity, infrastructure locations, parking/trip budget, smart-city coordination, delivery programmes, design principles, energy/utilities and waste etc.

Question 78: Do you agree with the Councils' proposed approach to dealing with planning applications made ahead of the AAP reaching a more formal stage of preparation?

Yes. It is agreed that a coordinated approach is required and decisions on applications should be made against the AAP with appropriate, equitable contributions made.

Question 79: What types of 'meanwhile uses' should the AAP support for the North East Cambridge area?

We would suggest a range of 'meanwhile uses' could be appropriate for NEC, and would not expect policy to impose any particular restriction on types of use. The emphasis should be on promoting innovation and creativity, with meanwhile uses serving to provide early foundations for the new Quarter that will emerge and subsequently replace the meanwhile uses in the coming years. Meanwhile uses could therefore provide start-up/incubator accommodation for emerging/expanding sectors, pop-up/small-scale A class uses, community space to begin community cohesion with surrounding neighbourhoods etc. A positive policy approach to obligations and planning requirements will be needed to encourage temporary/meanwhile activation, helping to avoid onerous situations that might otherwise render creative initiatives unviable.

Question 80: Should there be any limit on the scale of a proposed 'meanwhile use'?

It seems unnecessary to impose a limitation on the scale of a proposed 'meanwhile use', as the purpose of a meanwhile use is, fundamentally, to make optimum use of a site that will otherwise be under-utilised for many years. This can have many short-term economic and social benefits. A policy limitation may stifle innovation and creativity. It is considered likely that many of the meanwhile use proposals will require formal planning consent, which will provide the Local Planning Authority with the ability to control and enforce development that is deemed inappropriate.

Question 81: Do you think it appropriate to set a maximum period for how long a 'meanwhile use' could be in operation?

No. A minimum period should be based on the need and timetable for the permanent development. For the most successful meanwhile initiatives a reasonable period of operation is required in order to recoup the initial capital investment.

Question 82: Should the AAP also include a requirement for 'meanwhile uses' to demonstrate how they will add vibrancy and interest and/or deliver on the wider development outcomes and vision for the North East Cambridge area?

No. 'Meanwhile' uses are temporary in nature and an approach that seeks to make efficient use of land, in a compatible manner with surrounding uses, should be encouraged.

Question 83: What negative or positive impacts might the proposed plans have on residents or visitors to Cambridge with low incomes or who have particular characteristics protected under the Equality Act 2010? (The protected characteristics are age, disability, gender reassignment, marriage and civil partnership, pregnancy and maternity, race, religion or belief, sex, and sexual orientation.)

We strongly support the intention of the Vision for NEC and Objective 5, to ensure social and economic inclusion, and as stated in our response to Question 5, would seek the addition of the word 'culturally' within the Vision i.e. 'North East Cambridge - a socially, culturally, and economically inclusive...'

It is recognised that NEC lies within close proximity of two highly deprived wards in Cambridgeshire, and that regeneration on the scale envisaged will create significant socio-economic opportunities for a wider catchment beyond the AAP boundary. Development on the Site, for instance, will create long term employment across a multitude of sectors and skill ranges, improved connectivity around the NEC and access to new services and facilities. We support the intention of the Councils to undertake a Health Needs and Impact Assessment, across an appropriate study area for the NEC, in order to better understand the challenges and issues faced in neighbouring wards, so as to link into opportunities that will arise in NEC.

As stated within our response to Question 5 we generally support the application of local plan accessibility in the NEC. This standard is meeting Part M of the Building Regulations, however due to the requirements of meeting a higher than normal housing number target on the Site, we require flexibility on how the standard is applied. It is important that the Cambridge Local Plan accessibility standards offers flexibility on how the standards are achieved across the many elements of the new masterplanned scheme. While designing for and incorporating accessibility standards is also accepted as a progressive way to future-proof new housing, it is important the standards do not affect the ability of the scheme to meet the density and the target housing required. Currently the Cambridge Local Plan has adopted the optional standard Part M4(2) and has also adopted M4(3) based on a percentage, which is still higher than the national standards, this may have an adverse impact on our scheme.

Question 84: Do you have any other comments about the North East Cambridge area and/or AAP? Are there other issues and alternatives that the councils should consider? If you wish to make suggestions, please provide your comments.

We would encourage a specific section on education and health provision within the NEC, noting the likelihood that if on-site provision is required, it may require different formats/approaches on how such provision is made i.e. traditional forms of provision in Cambridgeshire are unlikely to be suitable in a high density urban regeneration scheme of this nature.

If off-site provision is considered to be more appropriate, comment should be given on how and where need is expected to be accommodated (for instance it may be more appropriate to extend existing or proposed schools in Cambridge, to create additional Forms of Entry, rather than have a lower number of Forms of Entry on-site that falls below the recommended minimum sizes).

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33695

Received: 21/03/2019

Respondent: British Horse Society

Representation Summary:

The obvious linking opportunities are:

Guided Bus bridleway at Milton Road to Waterbeach and Milton Country Park via the Waterbeach Greenway or any other proposed cycle and pedestrian routes

Waterbeach to Byway 162/3 Milton via the Guided Bus bridleway via the Waterbeach Greenway or any other proposed cycle and pedestrian routes

Links to Ditton Meadows or any other communities to the East.

The existing Guided Bus bridleway is shown on the above map which highlights how easily the site could provide a safe, off road link between the proposed Waterbeach Greenway and the bridleway.

Linkages to the wider countryside should include equestrian access - public money should be spent to benefit the widest range of users.

Full text:

I attended the Nun's Way Consultation last week and spoke with your Officers.

Having explained that I represent the British Horse Society (BHS), it became clear that equestrian access had been excluded from the project for a number of reasons including the fact that Officers were unsure what provision was needed and how it could be delivered.

I have provided a very detailed response, including information on why equestrian access should be included. I have provided this information to enable officers to understand what is required and how it can be provided.

I am aware that the project is at a very early stage but it is essential that the mindset going forward is for multi user access and not shared pedestrian and cyclist access.

I trust that this response is helpful but if I have not provided all the information you require, please let me know.

North East Cambridge Area Action Plan

Consultation Response on behalf of the British Horse Society


I am the British Horse Society (BHS) County Access & Bridleways Officer - Cambridgeshire. I would comment on the above consultation as follows:

Firstly, I would like to say that I am very pleased to see that equestrianism has been acknowledged in the Consultation document but very disappointed to see that no equestrian access has been included in the project. Having met with Cambridge City Planning and Development Officers at the Nun's Way consultation, I understand that this may be partly due to the fact that the project officers do not know how equestrian access could be provided and have asked for guidance from the BHS.

There are many reasons for the provision of offroad access for equestrians with that of safety being the most important.

What are the BHS seeking to be provided in this project:

* all routes linking to settlements or rights of way which are currently proposed as shared cycle and pedestrian should be delivered as multiuser (pedestrian, cyclists and equestrian) paths.
* peripheral routes around significant green spaces should be multi user routes.
* all crossings over, under or around barriers such as roads, railways or rivers should be multi user.

The obvious linking opportunities are:

* the Guided Bus bridleway at Milton Road to Waterbeach and Milton Country Park via the Waterbeach Greenway or any other proposed cycle and pedestrian routes
* Waterbeach to Byway 162/3 Milton via the Guided Bus bridleway via the Waterbeach Greenway or any other proposed cycle and pedestrian routes
* Links to Ditton Meadows or any other communities to the East.

The existing Guided Bus bridleway is shown on the above map which highlights how easily the site could provide a safe, off road link between the proposed Waterbeach Greenway and the bridleway.
Having reviewed the Consultation document, I would make the following specific comments:

Green infrastructure A network of multi-functional green space, urban and rural, which is capable of delivering a wide range of environmental and quality of life benefits for local communities
This should include equestrian access. An advantage of the presence of equestrians has been reported by Landscape Architects is that including equestrian access around public spaces discourages antisocial behaviour - the appearance of a horse and rider has more impact on those engaging in antisocial behaviour than say a pedestrian or a cyclist.

Sustainable modes of transport: Any efficient, safe and accessible means of transport with overall low impact on the environment, including walking and cycling, low and ultra low emission vehicles, car sharing and public transport
Sustainable transport includes horse riding.

4.6. Milton Country Park, which provides access to woodlands and lakes, as well as a visitor centre and children's play areas, is located across the A14 to the north. The River Cam corridor, to the east of NEC, includes walking and cycling opportunities.
Equestrian access is also available at Milton Country Park.

NEC will provide a new model for low car dependency living, through maximising the use of and integrating with public transport, walking and cycling infrastructure.
Transport includes journeys for leisure which includes horse riding.

NEC will integrate with surrounding communities, spreading the benefits it delivers to surrounding areas.
The opportunity to link equestrians in Waterbeach to Histon and beyond would provide a benefit.

NEC will be a healthy place, with a focus on creating a new community with good health and wellbeing.
The health benefits of equestrianism is well documented and noted below.

6.3. The NEC Indicative Concept Plan (at Figure 6.1) begins to describe the kind of place that could be created with the successful regeneration of the area. Movement and the ability to do so easily on foot, by bike or on public transport is central to making the area a well-connected place that reduces the need to travel by car. A high quality green route that supports sustainable transport modes will improve connections from the Cambridge North Station to the Cambridge Science Park, and reduce the barrier that is Milton Road.
Access across Milton Road should be multi user.

6.6. Green infrastructure capitalises on the network of existing trees and landscape but also extends this to create an overall framework to improve biodiversity and linkages to the wider countryside. Embedded into this framework will be the water management network that improves the First Drain and adds richness to the landscape. A new green space at a district scale will enrich the heart of this new place and provide the kind of multifunctional space that is so typical of Cambridge and central to public life.
Linkages to the wider countryside hould include equestrian access - public money should be spent to benefit the widest range of users.

6.14. Cambridgeshire County Council has produced a Housing Developments and the Built Environment Joint Strategic Needs Assessment, which emphasises the relationship between planning and health and wellbeing of new communities. The draft AAP will need to include health related policies. A range of issues addressed in this issues and options report would contribute to making the NEC a healthy and safe place.
The health benefits of equestrianism are well known and noted in the Case for the Inclusion of Equestrian Access below.

6.15. Recently the new town of Northstowe has been part of the NHS Healthy Towns Initiative. This considered how health, and the delivery of healthy communities, could be a key driver in the planning and design process for a new community. It provided an opportunity to explore innovation and best practice. The principles it explored included promoting inclusive communities, good access to health services, walkable neighbourhoods, high quality public transport and cycling links, and opportunities for physical activity. There are opportunities to apply similar principles in North East Cambridge.
Planners and Homes England have worked closely with the BHS at Northstowe and a network of bridleways / multi user routes are included in this project.

Local movement and connectivity

6.21. Chapter 7 of this Issues & Options report considers the wider transport implications of the regeneration of NEC. At the local level, and intrinsically linked into the placemaking led approach, are decisions around movement and connectivity within the NEC area and linkages to the surrounding area. Improvements could establish new or upgraded walking, cycling and public transport connections between Cambridge North Station, the employment areas, Cambridge Regional College, and the surrounding neighbourhoods. In addition, leisure and active routes for walking cycling and equestrians which integrate with the wider countryside beyond are crucial in achieving a shift away from private car dependent forms of development, and towards a 'walkable district'. This would allow and encourage easy change between sustainable modes and influences the way that the place will work and meet the needs of those that live and work in the area.
Equestrian access which integrates with the wider countryside is identified in the report and mentioned in this Clause as 'crucial' yet it is not included anywhere in the project. This needs to be rectified.

6.22. A number of projects would help to establish improved connectivity to NEC, including the Chisholm Trail and Waterbeach Greenways. These would be delivered as part of separate projects and would connect Cambridge North Station with Cambridge Station, Cambridge Biomedical Campus and Addenbrooke's Hospital. In addition, they provide linkages to Northstowe and the planned new town north of Waterbeach.
Wherever links are proposed between communities for pedestrian and cyclists, equestrians should be included unless there is good reason for them not to be. The BHS is the authoritative body to make these decisions. The Greenways are multi user routes - it is very disappointing to see that equestrian access mentioned in the preamble has not been included at this level.

Issue: Local movement and connectivity Question 16:
Should the AAP include any or a combination of the options below to improve pedestrian and cycling connectivity through the site and to the surrounding area?

A - Create a strong east-west axis to unite Cambridge North Station with Cambridge Science Park across Milton Road. This pedestrian and cycle corridor would be integrated into the wider green infrastructure network to create a pleasant and enjoyable route for people to travel through and around the site. The route could also allow other sustainable forms of transport to connect across Milton Road.
Multi user access required not the provision of restrictive cycle and pedestrian access.

C - Upgrade connections to Milton Country Park by both foot and cycle. This would include improving access to the Jane Coston Bridge over the A14, the Waterbeach Greenway project including a new access under the A14 (see Transport Chapter), as well as the existing underpass along the river towpath.
Multi user access required not the provision of restrictive cycle and pedestrian access.

E - Increase ease of movement across the sites by opening up opportunities to walk and cycle through areas where this is currently difficult, for example Cambridge Business Park and the Cambridge Science Park improving access to the Kings Hedges and East Chesterton areas as well as the City beyond.
Equestrian access required on the inter community links.

Issue: Crossing the railway line Question 17: Should we explore delivery of a cycling and pedestrian bridge over the railway line to link into the River Cam towpath?

Green Space
6.34. The site is in close proximity to Milton Country Park and the River Cam Corridor. There will be a requirement for development in NEC to improve pedestrian and cycle connectivity to these well used spaces. As part of this strategy, a strong green infrastructure network will be introduced through the site which will connect north towards Waterbeach new town, west through the Science and into Cambridge Regional College, and east to the River Cam and the fenland landscape beyond (see Transport Chapter).
Any such infrastructure must be multiuser - to do otherwise would be contrary to the Cambridgeshire Rights of Way Improvement Plan since the creation of restrictive pedestrian and cycle only access further fragments the already inadequate bridleway network.

6.35. If NEC is to make a significant contribution to Greater Cambridge's employment and housing needs, maximising the benefits to be realised from the new rail station and Guided Busway, it will be critical that the AAP requires enhanced pedestrian and cycle connectivity to Milton Country Park and the River Cam corridor.
This should be multi user for all the reasons already quoted.

6.36. Green Infrastructure provision will help to structure and soften this new city district. It has a key role in providing space for sustainable drainage systems (SUDS), which will be important in this area. They also provide social spaces which support community activities and healthy activities.
Must be multiuser for all the reasons already quoted.

F - Creation of enhanced pedestrian and cycle connectivity to Milton Country Park and the River Cam corridor.

7.12. Comprehensive high quality pedestrian and cycle networks should permeate the area and link to the surrounding area. There are a range of connectivity issues within the North East Cambridge area that will need to be addressed.

7.13. NEC is well placed to link into the cycle network that crosses the city, as well as routes that serve destinations beyond the city, such as towards Northstowe. Improvements are already planned which will improve access to the area further:

* The Chisholm Trail, creating a mostly off-road and trafficfree route between Cambridge Station, via Abbey, and the new Cambridge North Station, and beyond to St. Ives and Huntingdon.
* Waterbeach Greenway. The Greenways will provide cycling, walking and equestrian routes into Cambridge from the larger villages surrounding the city. Route options for Waterbeach Greenway cross through the NEC site.

7.12 and 7.13 must be multiuser for all the reasons already quoted.

Issue: Non Car Access Question 25:

As set out in this chapter there are a range of public transport, cycling and walking schemes planned which will improve access to the North East Cambridge area. What other measures should be explored to improve access to this area?
Include bridleway provision in the S.106 Agreement.

THE CASE FOR THE INCLUSION OF EQUESTRIAN ACCESS

The BHS (British Horse Society)

* The British Horse Society (BHS), together with the membership of its Affiliated Riding Clubs and Bridleway Groups is the largest and most influential equestrian charity in the UK.
* The BHS represents the interests of the 3 million people in the UK who ride or who drive horse-drawn vehicles.
* The BHS works for safer on and off-road riding and carriage driving through an improved public rights of way network, and seeking to create new opportunities of lawful off road riding and carriage driving, and safer use of our roads by all road users.

Between 2010 and 2017 the BHS horse accidents website has recorded:

230 horses died on the roads and 840 were injured, 5 severely

39 riders killed, 10 severely injured
* 3,863 horse riders and carriage drivers in England and Wales were admitted to hospital for 'animal-rider or occupant animal-drawn vehicle injured in transport accident' in 2016-17 (source: NHS Hospital Episodes Statistics)
* Only 1 in 10 horse related road accidents are reported (source: British Horse Society)

The regions with the highest number of incidents are: West Yorkshire, South West and the East of England

These figures demonstrate how important it is that planning authorities, developers, Highways and Strategic Transport understand the requirement for safe access for equestrians on the roads and the links to PROW (Public Rights of Way Network)

The Equestrian Industry's Impact on the Economy

* The contribution made by the equine sector to the UK economy in 2017 excluding the racing industry was £4.3 billion
(source: British Equestrian Trade Association).
* The Equestrian Industry is the second largest rural employer after the agricultural sector in the UK
(source: British Horse Industry Confederation 2017 Mid-Sector Manifesto).

Health and Well-being - Benefits of Horse Riding : Research undertaken by the University of Brighton and Plumpton College on behalf of The British Horse Society:

* The majority of horse riders are women (90%) with more than a third being over 45.
* Horse riding and activities associated with horse riding, such as mucking out, expend sufficient energy to be classed as moderate intensity exercise.
* Horse riders with a long-standing illness or disability who took part in the survey are able to undertake horse riding and associated activities at the same self-reported level of frequency and physical intensity as those without such an illness or disability

Active women raise active children.

Equestrianism falls into the category of 'Active Travel'

The importance and benefits of regular exercise and being outdoors are well known and established. The majority of horse riders are female whereas the majority of cyclists are male. Riding is a sport which you can participate in at any age. Despite the popular view that horse riding is elitist, the reality is that people from all walks of life ride horses with a strong social network.

Exercise as part of family life installs good lifetime standards. Getting back to riding their horse often motivates women to recover more quickly from serious illnesses and surgery.

For some disabled people, their only opportunity to access the countryside is on horseback or horse drawn carriage which gives them a freedom they cannot achieve in their everyday lives. On horseback, a disabled person is at the same eye level as other riders something which wheelchair bound people rarely achieve, giving a feeling of belonging and inclusivity.

The psychological and social benefits of horse riding :

* Horse riding stimulates mainly positive psychological feelings.
* Horse riders are strongly motivated to take part in riding by the sense of well-being they gain from interacting with horses. This important positive psychological interaction with an animal occurs in a very few sports.
* Many differently abled children, such as those coping with Autism, have also benefitted from working with horses.
* Being outdoors and in contact with nature is an important motivation for the vast majority of horse riders.

Research is showing that the old pun 'horse people are stable people' may be more factual than previously understood because of the positive psychological feelings which being around horses generates. One little boy in South Cambs refuses to speak although he will talk to the horse during his Riding for the Disabled session.

Riders and drivers often say that having the opportunity to spend part of every day outdoors tending their horses is their 'chill' time and allows them the opportunity to 'recharge their batteries' away from the stresses of daily life. As Winston Churchill, allegedly said: "There is something about the outside of a horse that is good for the inside of man."

The Guided busway St. Ives to Cambridge

The bridleway created alongside the guided busway which was instigated by Swavesey Bridleways Group was inspired - a fantastic facility created on a service track.

Just to be clear, bridleways have always been available to pedestrians and horse riders and since 1968, with the support of equestrians, bicycles were included as rightful users. On a bridleway, horse riders must give way to pedestrians and cyclists must give way to pedestrians and cyclists.

What is a good design of an NMU (non motorised user pedestrians, cyclists AND horse riders) path? Simple ....

Don't put the cycle path down the centre of the route leaving two narrow, useless grass verges either side, combine the two verges and put the cycle path to one side. It was established at the Cambridgeshire Planning Committee when the Que to Lode shared cycle and pedestrian path was being considered, that it costs no more to build an NMU path than a shared cycle and pedestrian path.

It really is that easy - on NMU paths we are not asking for new paths or new routes - simply a good design and not to be excluded.

The DNA path alongside the railway In Great Shelford was a good idea in its time but the flaws and lost opportunity are clear. The grass clippings from the mower fall on to the tarmac from both sides where it decomposes and allows herbage to establish and reduces the width of the hard top path forcing users on to a narrow section increasing the potential for conflict. The clippings on the path also become very slippery in wet weather and are a problem for cyclists.

Having a decent grass verge is a refuge for pedestrians to get out of the way of cyclists, is a more pleasant walk for dogs and is appreciated by runners who like horse riders, are concerned about the impact of a hard surface on joints.

The DNA path does raise another issue - that of maintenance. Failure to maintain a path is poor use of public capital expenditure. Clever design would take into account the optimum width for the mowers to ensure that the grass can be kept to a useful length.

Perceived barriers to including equestrians on NMU paths

* Horses pose a danger - No evidence
* Horse droppings - No danger to humans
* Potential Conflict - No evidence
* Landowners refuse equestrian access - we will check!
* Reality is that best use of public funds is for access facilities to be available to as many users as possible.

There are no recorded incidents of third party injury caused by horses being ridden on any public right of way.

Horse poo presents no danger to human health and quickly disperses. However, we do encourage riders to remove droppings from path.
Conflict with cyclists is often held as a reason to exclude us. This rarely has anything to do with the bicycle - its just an inconsiderate person who happens to be on a bike (or horse!) that day. Horse riders and cyclists as two vulnerable road user groups have far more in common with each other than differences.

Conflict with commuter cyclists who want to cycle quickly is also cited a reason to exclude horses however, commuter traffic is time of day related and tidal. Riders chose to avoid peak traffic times on paths in the same way as going into town in a car. According to CamCycle, there is a speed limit of 15 mph on cycle paths - bikes with motors are governed to 15 mph - any which have been altered to travel more quickly are not allowed on cycle paths.

Vulnerable Road Users

* Historically vulnerable road users have been considered to be pedestrians and cyclists.

* British Horse Society working at all levels to ensure horse-riders vulnerability is recognised. Horses are now recognised as the most vulnerable road user.

* November 2018 at the Parliamentary Debate on Road Safety in Westminster, the Under Secretary of State for Transport, Jesse Norman said: 'We should be clear that the cycling and walking strategy may have that name but is absolutely targeted at vulnerable road users, including horse-riders.'

Historically, vulnerable road users have been identified as pedestrians and cyclists. Highways, Rail Infrastructure Planners, Planners, Agents and Applicants, have been educated to cater for pedestrians and cyclists precisely because they are vulnerable road users. However, change is afoot.

Statistics demonstrate how vulnerable horse-riders are on the road. These aren't just theoretical examples. Conflict between horses and cars happens every day on the roads.

Personal examples are:
'a car drove by so fast and so close that the car hit my leg with its wing mirror as I was riding along the road.'

'a car was driving down a 60mph road so fast that the driver couldn't slow down sufficiently without hitting my horse on the road so the driver had to drive the wrong way around traffic calming bollard in the road - thankfully no one was coming the other way.'

Horse riders have to accept it could and probably will happen to them but with nowhere to hack out other than the roads, there is little choice but to take the risk. It shouldn't be like this.

The British Horse Society has been working at all levels to ensure this vulnerability is recognised.

In November 2018 Jesse Norman confirmed 'We should be clear that the cycling and walking strategy may have that name but is absolutely targeted at vulnerable road users, including horse-riders.'

The current RoW Network

* The length of the public right of way network currently amounts to 188,700km, consisting of
* 146,600km of footpaths,
* 32,400km of bridleways,
* 3,700km of byways and 6,000km of restricted byways.
* Horse riders currently only have access to 22% of public rights of way and horse-drawn vehicle drivers only 5%.
* The Cambridgeshire Rights of Way Improvement Plan - bridleway network is fragmented and in need of improvement. Development and the creation of shared pedestrian / cycle paths further fragments the network

Across the UK Horse riders are currently excluded from 78% of the Rights of Way network and carriage drivers are excluded from 95%.

Going forward, the only way to improve things for the future is to secure new inclusive rights of way which cater for pedestrians, cyclists and horses.

What needs to be included in the Project

* Joining up of any severed PROW's.
* All crossings of access barriers need to be NMUs.
* Optimise opportunities to provide missing links to improve the PROW network.
* Surfaces to be suitable for all users - the BHS can provide specifications and information.
* Consult with the BHS throughout the development process to ensure that riders' needs are included - public money must be spent to the benefit of as many users as possible.
* Where possible, ensure that PROW's are kept open or alternative routes provided during the construction period.

There are a great many local and national planning policies and strategies which support the inclusion of equestrians in new projects including:

NPPF: 92,96, 98, 141
The Government's Strategy for the Horse Industry in England and Wales
The Highway Code
Highways England Accessibility Strategy
South Cambridgeshire District Local Plan HQ/1:f, TI/1:2.b, TI/1:2.c; NH/6 Green
Infrastructure
South Cambs Design Guide 4.12, 4.13
Cambs ROWIP - Policies SOA1, SOA2, SOA3, SOA4, SOA5 and Future Programme


Should you wish the BHS to provide you with this further information, I would be happy to do so. This could be provided in the form of a presentation if you feel it would be of assistance.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33727

Received: 25/03/2019

Respondent: Brookgate

Agent: Bidwells

Representation Summary:

Yes. The Cambridge North Station is a fantastic facility which is currently underused. Links between the station and the existing science parks could be significantly improved by a number of measures:
● A frequent shuttle bus.
● Better pedestrian and cycle connectively across Milton Road.
● Better 'wayfinding' to encourage walking and cycling between the station and existing employment areas (a walk of less than 20 minutes).

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33781

Received: 11/03/2019

Respondent: Mr Dan Mace

Representation Summary:

The Station area works well. It would be useful to have a few more very short stay spaces (15 minutes). The development should strive to avoid creating bottle necks between Milton Road the Station Area and in particular avoiding the poor design of the approach to Cambridge Central Station.

Full text:

1. Junction of Milton Road and Cowley Road.
This junction needs major improvement. I cycle through here 10x per week. It is hard for cyclists to safely negotiate from/to Milton Road to/from Cowley Road. Sending traffic from Cambridge North Station up Cowley Road where it has to compete with traffic from the Innovation Centre also leads to significant, and unnecessary congestion and delays particularly between 4pm and 6pm in the evening. We need a 4-way crossing or roundabout here combined with the proposed green bridge to provide a safe route for cyclists.

The proposed Green Bridge should give good access to the Innovation Centre, Jane Costen Bridge and the housing and businesses proposed for the NE corner of the site. I believe most cyclists and pedestrians would access these rather than Cambridge North Station.

2. Proposed enhanced cycle and pedestrian way through the Science Park.
The proposed enhanced pedestrian and cycling corridor between Cambridge North and CRC is mis-named. The busway cycle route works well for this and the crossing of Milton Road isn't too bad. See later comment on this. I believe most cyclists and pedestrians going from CRC to Cambridge North would continue to use the busway path which is of high quality. There is a need for an enhanced pedestrian and cycling corridor between CRC and the Innovation & Business Parks and the proposed housing and businesses, and the proposed route makes sense. But it must be of as high quality as the busway route, with as few junctions to negotiate as possible.

3. Busway - Milton Road crossing.
As stated above, this crossing isn't too bad. My wife uses it about 8x per week and is happy. The wait for cyclists to cross Milton Road is a little long, but other than that this isn't too bad. This is a good route from CRC to Cambridge North.

4. Green space and green corridors.
One of the things that makes Cambridge special is its green corridors and spaces, and green space should be given high priority on this site. It is also important that the barrier formed by the A14 is minimised, so green corridors should link with the Jane Costen Bridge and new crossings for e.g. a green corridor to Waterbeach.

5. Light industrial space.
I was really disappointed that the light industrial units shown on the original Orchard Park plans were never built. All that was built were 2 hotels and I suspect the remaining space will become houses. I'm really keen to see this included, not least because I work for a small business that is looking for industrial space within 3 miles of Cambridge. This is not easy to find. Places like St John's Innovation Centre are fully occupied by small, thriving companies, and more space near the centre of Cambridge is needed. I'm also very keen to see developments where people can work close to where they live.

6. Station area.
This works well. It would be useful to have a few more very short stay spaces (15 minutes). The development should strive to avoid creating bottle necks between Milton Road the Station Area and in particular avoiding the poor design of the approach to Cambridge Central Station.

Comment

North East Cambridge Area Action Plan Issues and Options 2019

Representation ID: 33819

Received: 25/03/2019

Respondent: Trinity College

Agent: Bidwells

Representation Summary:

The principal option is to utilise autonomous vehicles; in particular, the Guided Busway. This is underused and offers an off-line route. A route that also included the Cambridge Science Park loop road would be able to accommodate autonomous vehicles in the foreseeable future as a Level 4 Autonomous vehicle.
More land available at the Station for cycle hub parking, including for electric bikes.

Full text:

Please see attached representation