Question 8. How should the Local Plan help us achieve net zero carbon by 2050?

improving insulation in council homes solar panels on more buildings electric only vehicles river flow electric generation

Resourcing replacement/alternative domestic heating and other energy consumption away from fossil fuel dependence Include public transport as a primary consideration in location of sites for development Retrofitting existing buildings to be more energy efficient Work with supermarkets and other retail outlets to co-operate with the local authority in promoting conservation meaaures. Publicise and update zero carbon goals across all areas and activities in which the local authority is involved

Encourage the use of public transport. The local buses are so expensive that people would rather use their cars. The P&R car parks are always packed and spaces are impossible to find. Perhaps try and get Sawston included in the regular Dayrider ticket zone rather than the Dayrider +. I honestly think more people would use it Build new houses that have good insulation and solar panels included in the build Zero waste supermarkets . Way too much plastic being used. This has to be discouraged New build areas to include community gardens/allotments. The gardens are too small on all the new properties in Sawston and we should be encouraging people to ‘grow their own’

Looking at EV supporting infrastructure, a fully pedestrianised city centre, adoption of passivhaus standards for all new builds and similar standards for retrofitting existing buildings, installation of solar panels on all available roofs.

There is a limit as to how much a local plan can achieve this aim, rather than legislative or fiscal measures, but we suggest the plan should concentrate on: • Locating development close to Cambridge and in key village settlements (e.g. Cottenham); • Locating development close to existing and proposed transport corridors; • Locating new residential developments of any scale close to existing and proposed employment areas (e.g. Cottenham); and • Encouraging new tree planting in all new developments. The key factor must be the suitability of locations for new development – both housing and employment. It is the interaction between these two elements which results in the majority of transport impacts.

There is a limit as to how much a local plan can achieve (rather than legislative or fiscal measures) but we suggest the plan should concentrate on: • Locating development relatively close to Cambridge and in key village settlements (i.e. Ickleton); • Locating development in existing/proposed transport corridors and in villages close to railway stations; • Locating new residential developments close to existing and proposed employment areas (i.e. Ickleton); and • Encouraging new tree planting in all new developments.

Prioritizing things such as: Public transport Cycle routes House energy efficiency Education

By mandating that all relevant decisions will be science&scientist driven, not policy&politician driven. By acknowledging throughout that 'business as usual' is no longer a viable option. By finding ways to avoid wastage of any locall-generated renewable energy (eg shutdown of wind or solar farms at times of low demand).

By meeting current Building Regulations (as updated). Applying a stricter standard from a planning perspective may simply be a repeat of the ill founded Code for Sustainable Homes that was withdrawn in 2016.

In our Parish we are poorly served by public transport and rely on private vehicles to access work, all services and recreation. Over 94% of households have at least one car or van. It would seem that all development in infill villages is contrary to this goal at this time.

The net zero carbon theme is an aspirational target for a timeframe well beyond the life of the Plan. The Plan area faces serious challenges now, in terms of transport and affordable housing and the priority should be to address those immediate issues rather than such long-term aspirations. The achievement of net zero carbon will be influenced to a far greater degree by national legislation and fiscal measures rather than Local Plan policy. The four themes do not adequately affect housing affordability in Greater Cambridge which is a major issue for the population and for employers seeking to recruit new staff in that area. There is a limit as to how much a Local Plan can achieve (as opposed to legislative or fiscal measures) but we suggest the Plan should concentrate on the following themes: • Locating new residential developments of any scale close to existing and proposed employment areas; • Locating development close to Cambridge and in key village settlements (i.e. Whittlesford); • Locating development in existing and proposed transport corridors; • Encouraging new tree planting in all new developments.

There is a limit as to how much a Local Plan can achieve (as opposed to legislative or fiscal measures) but we suggest the Plan should concentrate on the following themes: • Locating new residential developments of any scale close to existing and proposed employment areas; • Locating development close to Cambridge and in key village settlements (i.e. Duxford); • Locating development in existing and proposed transport corridors; • Encouraging new tree planting in all new developments.

Savills (UK) Ltd are instructed by Dean & Dean to make representations to the current Issues and Options consultation stage of the new Greater Cambridge Local Plan. Dean & Dean have land interests in and around the city and consequently feel it is important to make their necessary representations to guide and shape the future planning policies and proposals that will emerge with the new Local Plan covering both administrative area. In the circumstances where Cambridge City Council, South Cambridgeshire District Council and the County Council are committed to achieve net zero carbon by 2050 then it is essential that policies are put in place within any new Local Plan to seek to meet this target. It is accepted that new zero carbon by this 2050 is a challenging target and consequently policies within any new Local Plan will only be part of a wider local/national and international strategy to address the impact of climate change. In the circumstances where the Councils are committed to achieving net zero carbon adjective, then one of the key issues that can affect climate change is the process of movement and the means by which people move in and around the Greater Cambridge area. Consequently, the development strategy that will emerge, together with an infrastructural programme that can come forward as part of any strategy, will significantly influence patterns of movement. At another level, changes to building regulations and other planning policy approaches to achieve net zero carbon are likely to form part of any new Local Plan strategy and consequently it is important that clear objectives are set out from the outset given the implications for design changes and the costs of development in circumstances where the environmental costs of meeting climate remain challenging and which continues to affect the development industry in the short-term.

To be part of the wider effort that we cannot sustain the standard of living we currently enjoy in the long term, which is probably outside the scope of the Local Plan. We need to accept that the average house will need to be smaller, car ownership to be seen as a luxury rather than a right, flights to be a scarce resourse not routine. If we build on farmland or countryside we will loose it. The Local Plan should make it clear that all developments happen within the boundry of existing towns, villages, industrial areas etc, or at least within areas that have previously been built on (eg. restoring decomissioned railway lines, Marshalls airfield etc.)

The Local Plan should be designed to meet a full-scale change away from private car usage to walking, cycling and public transport. New housing developments should only be allowed where the residents are not going to become car dependent. In particular the developments should be designed so that all residents have easy access by walking or cycling directly, or if necessary via convenient well-served public transport, to places of employment, shops and leisure activities. Any designs for new or redeveloped housing sites should ensure that walking, cycling and public transport gets first priority instead of, as is typical, all of these being secondary to private vehicle use. There are many examples from other countries that can be used to inform these design choices including: all private vehicles being stored separately from housing, no through routes in developments for private vehicles, high permeability between streets for walking and cycling, etc.

All new developments should be planned to net carbon zero. Transport must be based around walking cycling and public transport and not private vehicle dependent. New developments must be located close enough to good public transport such that residents can walk and cycle for work, retail and leisure access.

There is a limit as to how much a Local Plan can achieve (as opposed to legislative or fiscal measures) but we suggest the Plan should concentrate on the following themes: • Locating new residential developments of any scale close to existing and proposed employment areas; • Locating development close to Cambridge and in key village settlements, such as Histon; • Locating development in existing and proposed transport corridors; • Encouraging new tree planting in all new developments.

There is a limit as to how much a Local Plan can achieve (as opposed to legislative or fiscal measures) but we suggest the Plan should concentrate on the following themes: • Locating new residential developments of any scale close to existing and proposed employment areas; • Locating development close to Cambridge and in key village settlements (i.e. Sawston); • Locating development in existing and proposed transport corridors; • Encouraging new tree planting in all new developments.

There is a limit as to how much a Local Plan can achieve (as opposed to legislative or fiscal measures) but we suggest the Plan should concentrate on the following themes: • Locating new residential developments of any scale close to existing and proposed employment areas; • Locating development close to Cambridge and in key village settlements (i.e. Sawston); • Locating development in existing and proposed transport corridors; • Encouraging new tree planting in all new developments.

Prioritise non-car transport, including during build phase of developments and level of infrastructure created. Make it clear that bikes are expected to be used within developments from the start (rather than mud everywhere and bike lanes put in last as per Northstowe) Maximise solar on roofs. Northstowe has patchy coverage with big missed opportunities and several suboptimal placings (shaded and even north facing) Air and ground source heat pumps, much easier if built in from start rather than retrofitted All new houses to at least be designed to work with electric cars. Parking separate from the house will cause big hassles for this but is common, especially for smaller houses. Include both wooded and open areas in green space planning. Both for carbon capture and also to keep dog walking local rather than requiring a car. Extra wooded areas could be away from the development site as mitigation. Ideally some section 106 money to retrofit relevant bits of the above to places where they haven't been done

I think we should be aiming for net zero by 2035 , 2050 will be too late

There is a limit as to how much a local plan can achieve this aim, rather than legislative or fiscal measures, but we suggest the plan should concentrate on: • Locating development close to Cambridge and in key village settlements e;g. Great Shelford and Stapleford, which already have excellent pedestrian and cycle links to Addenbrookes, Astra Zenica and Cambridge • Locating development close to existing and proposed public transport corridors, is an important consideration with the proposed public transport route defining the northern boundary of my client’s land, with transport hubs proposed at Stapleford and Great Shelford. This will allow a modal shift to public transport • Encouraging new tree planting and bio-diversity enhancements in all new developments. The key factor must be the suitability of locations for new development – both housing and employment. It is the interaction between these two elements which results in the majority of transport impacts. Also, the design of new housing and the forms of heating adopted will help to significantly reduce carbon emissions. However, it should also be noted that significant renewable energy facilities are increasingly being submitted via the National Infrastructure Planning process limiting the control that Local Planning Authorities have over such projects.

There is a limit as to how much a local plan can achieve this aim, rather than legislative or fiscal measures, but we suggest the plan should concentrate on: • Locating major employment sites close to Cambridge thereby allowing local deliveries into Cambridge to be made by electric/low emission vehicles. • Permitting new developments which can incorporate the latest energy efficiency technologies • Encouraging new tree planting and bio-diversity enhancements in all new developments. The key factor must be the suitability of locations for new development – both housing and employment. It is the interaction between these two elements which results in the majority of transport impacts. Also, the design of new employment premises, housing and the forms of heating adopted will help to reduce carbon emissions. However, it should also be noted that significant renewable energy facilities are increasingly being submitted via the National Infrastructure Planning process limiting the control that Local Planning Authorities have over such projects

The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the new Local Plan. Climate change scenarios predict extensive changes by 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. A needlessly stringent policy may inadvertently impede progress towards later years in the plan, or undermine results by not allowing for site-specific refinement. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on north-facing roofs merely to achieve policy compliance, not to produce effective carbon reductions. If the new Local Plan is to achieve its ambitious targets on climate change the Councils should consider new ways of achieving net zero. It should recognise that seeking to achieve net zero on all sites regardless of their location and site-specific factors may not be feasible. Linked initiatives such as an offsetting scheme, secured through S106 financial contributions, could be an appropriate way of achieving net zero for small and medium developments. As recognised in the NPPF, small and medium developments, with their ability to be delivered early in the plan period at pace, will play an important role in meeting the Councils housing requirements and the needs of existing villages. Such sites may best secure net zero by contributing to an offsite initiative. If an offsetting scheme is the preferred mechanism, then the Councils will need to set out a clear, appropriate and practical way to implement this, which will mean identifying strategic off-setting projects with Greater Cambridge, and potentially beyond, in collaboration with other key stakeholders. Any financial obligations towards an offsetting scheme will need to meet the statutory tests and considered in the context of viability. Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate change scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA could lead to the plan being found unsound.

• Employment uses focusing on innovation and technology in the aviation sector, which will include electric and electronic aircraft technologies and other aviation-related technologies which provide efficiencies to other industry sectors, aimed at lowering the aviation and other industry sectors’ CO2 emissions; • Residential uses (and enhanced local services) co-located with the employment on the same site and thus looking to optimise the amount of “self-containment,” reducing unnecessary car travel by making walking and cycling the preferred travel mode; • The proposals are within a public transport corridor close to Whittlesford Parkway station. The proposal will include a “Green Link” from Whittlesford through an extended Duxford village and onto Duxford IWM to reduce private car travel to the expanding museum facility; • Sustainable design and building construction techniques should be used to meet climate change demands, electric charging network provided, and walking and cycling encouraged. Further work will be undertaken to investigate use of renewable and low carbon energy sources; • Proposals include a new 40 ha country park (which will largely replace Grade 3 agricultural use which has a low biodiversity value) and a green network throughout the proposed development will lead to a net increase in tree and hedge cover, a net gain in biodiversity and green infrastructure; and • Extending an existing Cambridge village which is located outside the Green Belt (Duxford), providing the existing and new community with new and enhanced facilities such as school, health, culture, commercial and leisure provision, which will ensure the village remains sustainable, inclusive and diverse.

There is a limit as to how much a local plan can achieve (rather than legislative or fiscal measures) but we suggest the plan should concentrate on: • Locating development close to Cambridge and in key village settlements (e.g. Balsham); • Locating new residential developments of any scale close to existing and proposed employment areas (e.g. Balsham); and • Encouraging new tree planting in all new developments.

There is a limit as to how much a local plan can achieve this aim, rather than legislative or fiscal measures, but we suggest the plan should concentrate on: • Locating development close to Cambridge and in key village settlements (e.g. Cottenham); • Locating development close to existing and proposed transport corridors; • Locating new residential developments of any scale close to existing and proposed employment areas (e.g. Cottenham); and • Encouraging new tree planting in all new developments. The key factor must be the suitability of locations for new development – both housing and employment. It is the interaction between these two elements which results in the majority of transport impacts.

We understand that there is a limit as to how much a local plan can achieve (rather than legislative or fiscal measures) but we suggest the plan should concentrate on: • Locating development close to Cambridge and in key village settlements (e.g. Great Abington); • Locating development in existing and proposed transport corridors; • Locating new residential developments of any scale close to existing and proposed employment areas (e.g. Great Abington); and • Encouraging new tree planting in all new developments.

There is a limit as to how much a local plan can achieve this aim, rather than legislative or fiscal measures, but we suggest the plan should concentrate on: • Locating development close to Cambridge and in key village settlements e;g Abington and Fulbourn, which already have excellent pedestrian and cycle links to Addenbrookes, Astra Zenica and Cambridge • Locating development close to existing and proposed transport corridors. In the case of Abington Park Farm the site is proposed close to the proposed public transport route and hub. This will allow a modal shift to public transport • Encouraging new tree planting and bio-diversity enhancements in all new developments. The key factor must be the suitability of locations for new development – both housing and employment. It is the interaction between these two elements which results in the majority of transport impacts. Also, the design of new housing and the forms of heating adopted will help to reduce carbon emissions. However, it should also be noted that significant renewable energy facilities are increasingly being submitted via the National Infrastructure Planning process limiting the control that Local Planning Authorities have over such projects

There is a limit as to how much a local plan can achieve this aim, rather than legislative or fiscal measures, but we suggest the plan should concentrate on: • Locating development close to Cambridge and in key village settlements (e.g. Longstanton); • Locating development close to existing and proposed transport corridors, including the Guided Bus way; • Encouraging new tree planting and bio-diversity enhancements in all new developments. The key factor must be the suitability of locations for new development – both housing and employment. It is the interaction between these two elements which results in the majority of transport impacts. Also, the design of new housing and the forms of heating used will help to reduce carbon emissions. It should also be noted that significant renewable energy facilities are increasingly being submitted via the National Infrastructure Planning process limiting the control that Local Planning Authorities have over such projects.