Question 9. How do you think we should be reducing our impact on the climate? Have we missed any key actions?

How are you addressing the issue of divestment in fossil fuels and investment in new/cleaner technologies?

• Broad aspirations about reducing our impact on the climate must be translated into specific planning policies and subsequent development that will prioritise and encourage cycling. • Land-use planning goes hand-in-hand with sustainable transport. Any significant development must have a mix of uses including accommodation, amenity, education, and employment - to give people a chance to access everyday needs without travelling far. • The Local Plan, in every aspect, needs to be enabling and encouraging a full-scale transition away from private car dependency and towards walking, cycling and public transport. Every development must be fully permeable with safe, convenient and high-quality walking and cycling routes.

• Broad aspirations about reducing our impact on the climate must be translated into specific planning policies and subsequent development that will prioritise and encourage cycling and mobility scooters. • Land-use planning goes hand-in-hand with sustainable transport. Any significant development must have a mix of uses including accommodation, amenity, education, and employment - to give people a chance to access everyday needs without travelling far. • The Local Plan, in every aspect, needs to be enabling and encouraging a full-scale transition away from private car dependency and towards walking, cycling and public transport for all abilities. Every development must be fully permeable with safe, convenient and high-quality walking and cycling routes for all abilities.

The alternatives of planning for zero growth overall or limiting growth are not put for consideration in this consultation. Surely a climate change strategy should consider these alternatives? It is all very well to suggest measures that might be taken, but how do you ensure developers concerned with maintaining if not maximising profit margins to adopt them? Are there sufficient powers to compel them? How can the Local Plan bring about the retrofitting of existing homes or business premises? Can you afford to persuade them, i.e. give them money to do this, or will you compel them? If compulsion is on the agenda, what of home owners who do not have the means to retrofit their homes, ditto businesses?

Powering from geothermal energy below parks. Please see the report on this website: https://www.wearepossible.org/latest-news/powering-parks Dramatically reducing traffic entering the city.

Broad aspirations about reducing our impact on the climate must be translated into specific planning policies and subsequent development that will prioritise, enable and encourage cycling. • Land-use planning goes hand-in-hand with sustainable transport. Any significant development must have a mix of uses including accommodation, amenity, education, and employment — to give people a chance to access everyday needs without travelling far. • The Local Plan, in every aspect, needs to enable and encourage a full-scale transition away from private car dependency and towards walking, cycling and public transport. Every development must be fully permeable with safe, convenient and high-quality walking and cycling routes. We should plan for a sharp curtailment of car usage in new and existing developments. • The amount of land devoted to car parking and roads should be reduced in favour of more space for trees and plantings, which will help to absorb carbon and make our streets nicer places. They will also help keep us cool and shaded as temperatures rise. Having shady trees to cycle under in the summer will make cycling a more enjoyable experience and will encourage more people to cycle. “A reduction of close to 2% in [Greenhouse Gas (GHG)] emissions is observed for an increase of 7% in the length of the bicycle network. Results show the important benefits of bicycle infrastructure to reduce commuting automobile usage and GHG emissions.” (Zahabi, 2016) “For residents living near the Comox Greenway, their daily transportation GHG emissions decreased by 20.90% after the greenway’s construction. Adjusting for covariates and the control group, the greenway was associated with a significant reduction of -0.40 kg CO2e/day and -5.30 MJ/day (p = 0.001). The change in emissions was attributed to a reduction in [vehicle-kilometres-travelled (VKT)], enabled through the provision of high-quality active transportation infrastructure through cycling facilities and other streetscape improvements.” (Ngo, 2018) “If done well, reducing sprawl can improve quality of life while reducing emissions. Successful approaches likely differ among cities, especially between developing versus developed countries. In some cases, improving urban schools or reducing crime rates would decrease migration to suburbs and exurbs. Other cities may need to increase the supply of affordable, attractive medium- and high-density housing. Pedestrian- and bicycle-friendly neighborhoods, convenient mass transit, and land-use mixing (e.g., allowing retail near residences) can allow people to drive less each day if they wish (potentially increasing the density-VKT elasticity magnitude).” (Marshall, 2008) Evidence for our response to Question 9. • Zahabi, Seyed Amir H., et al (2016). Exploring the link between the neighborhood typologies, bicycle infrastructure and commuting cycling over time and the potential impact on commuter GHG emissions. Transportation Research Part D: Transport and Environment, Volume 47. • Ngo, Victor Douglas, et al (2018). Effects of new urban greenways on transportation energy use and greenhouse gas emissions: A longitudinal study from Vancouver, Canada. Transportation Research Part D: Transport and Environment, Volume 62. • Marshall, Julian D. (2008). Reducing urban sprawl could play an important role in addressing climate change. Environ. Sci. Technol. 2008, 42, 9, 3133–3137.

Land-use planning goes hand-in-hand with sustainable transport. Any significant development must have a mix of uses including accommodation, amenity, education, and employment - to give people a chance to access everyday needs without travelling far. The Local Plan, in every aspect, needs to be enabling and encouraging a full-scale transition away from private car dependency and towards walking, cycling and public transport. Every development must be fully permeable with safe, convenient and high-quality walking and cycling routes.

It is important that the local plan has specific objectives. Past experience has shown that broad statements about improving the environment do not translate into action, and we can't allow this to happen again. A specific plan for the network of public transport and cycling routes needs to be included.

Broad aspirations about reducing our impact on the climate must be translated into specific planning policies and subsequent development that will prioritise and encourage cycling and reduce engergy consumption within buildings. Land-use planning goes hand-in-hand with sustainable transport. Any significant development must have a mix of uses including accommodation, amenity, education, and employment - to give people a chance to access everyday needs without travelling far. The Local Plan, in every aspect, needs to be enabling and encouraging a full-scale transition away from private car dependency and towards walking, cycling and public transport. Every development must be fully permeable with safe, convenient and high-quality walking and cycling routes.

Aside from individual changes of behaviour, such as using zero-carbon modes of transport or changing diet, CO2 reducing schemes such as growing local food or trees in woodland, sustainable energy production via ground source heat pumps, solar farms, wind turbines, all require land. The city of Cambridge and surrounding villages may be surrounded by rural land but they have no access to any land where these schemes can be implemented. The Council's first step must be to gain authority to stipulate that certain zones can only change their use if that use is for CO2-reducing schemes. An obvious and convenient zone to apply this to would be the green belt, since the more local the scheme is, the more efficient it will be in terms of reducing CO2, plus having more food farms and woodlands nearby will increase the health and well-being of the residents of the city and surrounding villages.

Stop building on green fields. Make space for wildlife. Reduce car use by making cycling easier and safer. Solar panels, green roofs, replace gas boilers with heat pumps.

Land-use planning goes hand-in-hand with sustainable transport. Any significant development must have a mix of uses including accommodation, amenity, education, and employment - to give people a chance to access everyday needs without travelling far.

• Broad aspirations about reducing our impact on the climate must be translated into specific planning policies and subsequent development that will prioritise and encourage cycling. • Land-use planning goes hand-in-hand with sustainable transport. Any significant development must have a mix of uses including accommodation, amenity, education, and employment - to give people a chance to access everyday needs without travelling far. • The Local Plan, in every aspect, needs to be enabling and encouraging a full-scale transition away from private car dependency and towards walking, cycling and public transport. Every development must be fully permeable with safe, convenient and high-quality walking and cycling routes.

Same answer to Question 8. Plus: Many are questioning your figures - who says this projected growth is needed? We have to stop building more and utilise the empty homes and building we already have. We are running out of water and when it rains homes/businesses are flooding/sewers overflowing because we have built on flood plains.

A total rethink is required on the planning policies around investment in energy saving and renewable generation measures in Conservation Areas and listed buildings. There should much more flexibility and tolerance of double glazing, solar panels, etc. and these policies must not impose excessive costs on the owners of those properties through the insistence on standards of installation that are unreasonable.

The key is co-locating, or closely locating, housing and significant employment sites to reduce the need for travel e.g. Ickleton - which is within cycle and walking distance (1km) to the Wellcome Genome Campus who employ circa 2,600 staff and 1.8km from numerous employment opportunities at Duxford.

The Trumpington Residents’ Association supports the examples given in the report, with the need for action sooner rather than later. At an early date, the Councils and the Greater Cambridge Partnership should introduce effective measures to manage and reduce the use of private cars at peak times and invest in a much better public transport service.

Using building materials that are carbon neutral

Savills (UK) Ltd are instructed by St John’s College, Cambridge to make the necessary submissions to the Council’s consultation “The First Conversation” as part of the Issues and Options consultation process for a new Greater Cambridge Local Plan. The College is a significant landowner in and around Cambridge and accordingly needs to make the necessary representations to the Councils in respect of its assets and on other relevant planning policy issues that will arise in the context of any new development plan for the two administrative areas of South Cambridgeshire and Cambridge City. Reducing climate impact and the implication this has for a new Local Plan is challenging but one that must be considered as a key objective within the future plan period. One particular issue that is key to new development within the plan period will be the design of new communities, infrastructure and buildings to be energy and resource efficient both in terms of the way they are built through construction techniques, the way that they are used over their lifespan and indeed the materials that are being used. It is certainly the case that innovation and technology needs to move forward in parallel with climate change priorities and the consequence of this on planning and development should not be under estimated. Recently we are aware that there has been tension within Local Planning Authorities about the need to address climate change whilst meeting a general objective of protecting heritage assets. This is particularly the case in the Cambridge area where there is a wealth of heritage assets within the College, the historic city and in the wider area including many of the villages. The College supports the drive to improve the environmental performance and recognises that this has to be balanced against the heritage significance. In the circumstances where redevelopment or refurbishment is required and where owners of properties, including the College, are seeking to address the new environmental agenda having regard to regulations including those relating to reducing energy, there must be a commensurate recognition from the authorities as it relates to the conservation values of those proposals. In circumstances where the heritage and conservation credentials are seen to outweigh climate changes, we would ask that a sensible professional balance needs to be struck in the circumstances where the latter becomes a key priority within the Plan. This is not to say that heritage assets and the importance of them are to be dismissed but merely to ensure that the policies affecting design and climate change are recognised as critical as part of the Council’s own commitments to zero carbon by 2050. It would be helpful if the new Local Plan could provide more guidance in reconciling these sometimes conflicting objectives of heritage preservation and improvement in environmental performance. The 2018 Local Plan does not include these guidelines and this can cause genuine difficulties for both the Council Officers and the planning applicants. To support this, enhancing the evidence base to support decision making in these areas, developing an outline methodology within the Local Plan that applicants should follow and give some guidance on how conflicts between these two important aims will be considered and resolved at a Planning Officer level would all be beneficial. As a property owner who has a very significant stock of historic buildings, it is recognised that the College may need to look at other ways of contributing to the goal of net zero carbon within the timeframe of the next Local Plan.

The alternatives of planning for zero growth overall or limiting growth are not put for consideration in this consultation. Surely a climate change strategy should consider these alternatives? It is all very well to suggest measures that might be taken, but how do you ensure developers concerned with maintaining if not maximising profit margins to adopt them? Are there sufficient powers to compel them? How can the Local Plan bring about the retrofitting of existing homes or business premises? Can you afford to persuade them, i.e. give them money to do this, or will you compel them? If compulsion is on the agenda, what of home owners who do not have the means to retrofit their homes, ditto businesses?

We must do absolutely everything that we possibly can. A massive wartime-style mobilisation is needed, with every public and private resource channelled into tackling this existential issue. Tinkering with business as usual is no good. Our entire way of life needs totally transforming, before it kills us all. A random jury of local citizens can be educated on the topic, then decide how to do this without harming lower-income and disabled people.

We agree with the proposed key actions. The Local Plan has a critical role in promoting a sustainable spatial development strategy that should: o locate Cambridge’s housing market needs in or close to Cambridge, in accordance with a Cambridge focussed development strategy. This strategy will enable the development of urban heat networks; it will also help to generate sufficiently high levels of land value capture for investment in zero-carbon energy infrastructure and sustainable transport infrastructure, in addition to social infrastructure. o place homes close to places of employment in order to reduce the need to travel by private vehicles and to enable travel by sustainable modes (walking, cycling and public transport).

See Q8. Fully integrating land use and transport planning is the most effective way of reducing impact on climate. This Local Plan should put this at the heart of its spatial strategy.

How we will heat our homes is critical to delivering the transition. There is a significant spatial planning element in this: will we have heat networks, if so where? Where does retrofit to imporve energy efficiency make most sense? How will the council consider cheaper options to improving the energy efficiency of older properties in our historic neighbourhoods - notably exterior cladding. If the council will not approve this, given the hassle and expense of other methods, there is a strong case that we will need heat networks - can we get on and make some plans and look at the options? Secondly offsetting, as per the CCC, is likely to be used for eg offsetting airtravel and livestock emissions, so we should NOT be using it to offset domestic emissions within Cambridgeshire. We will need tree planting, but not to offset our surface transport and heating requirements

There are opportunities to reduce emissions due to each of the four major sources: food, transport, housing and consumption. Food In your list of key actions I would change: “Supporting local and community opportunities for growing food.” to “Creating and supporting local and community opportunities for growing food.” In particular, create more allotments for city residents. Increase the per-resident allotment allocation (area of land) so that we provide for existing residents, not merely the new residents. Recent plans have created more allotments in urban extensions, but the overall per-resident allocation has decreased. New buildings with shared kitchens (community centres, schools, cafés, restaurants) should have space to grow some food. This should include open ground where plants are most resilient. You might be tempted to accept developers' space-saving proposals for window boxes or vertical veg or green roof or pie in the sky, but there is no substitute for open ground. The kitchen garden should be close to the kitchen. Where space is extremely limited, at a minimum kitchen garden areas should include a herb garden with space for ten different perennial herbs in full sun to provide low carbon high flavours fresh all year round. This plan really should say more about our food system. Not just about growing it, but all the stages including harvest, storage, distribution, retail, preparation, service, waste minimisation and recycling of waste. Transport Congestion charging or Congestion Control Points or something, anything, to reduce congestion and pollution. Distribution hubs to reduce delivery vans in the city, replaced by cargo bike & e-bike deliveries. Properly designed bus network including fast radial routes, rural hubs & connecting services. Provide for journeys other than commuting. Scrap the CAM metro project, improve public transport and active travel on existing routes, eliminate city congestion by charging and road closures as recommended by the Citizens’ Assembly on transport, so then all traffic moves freely. Actively discourage private car ownership by building new homes without garages or parking spaces. Ensure active travel, public transport and possibly car share alternatives are easily accessible for residents. Break the link between car parks and council revenue. It cannot be right that the city council has an interest in maximising the number of private cars coming into the city centre. Use the space to generate revenue some other way? A covered market perhaps? Housing Insulating older houses: it’s great that the councils are improving their stock. Do something to improve older private stock in areas with many rental properties (e.g. Romsey’s railway terraces) How to make this happen? What sticks can we shake at landlords? Can HMO licensing be used to improve insulation for example? What carrots can we offer landlords? How about a council-approved register/quality mark for well-insulated rental homes? Build only super-efficient new homes. How to make these affordable? Need to promote the future savings on energy bills which may convince some buyers; but this does not address the fact that many people do not have immediate capital. I think this means that we should plan for a large proportion of rented homes, all or mostly social homes. I don’t know how the plan can enforce this, but if possible landlords should be required to provide high standards of maintenance especially because these homes will have relatively new technologies such as heat pumps, MVHR, water recycling and so on. Require landlords to offer long secure tenancies. Consumption Cambridge city should hang its municipal head in shame after building temples to consumerism (Grafton Centre, Grand Arcade). We are actively facilitating the export of pollution by import of consumer goods including fast fashion. Never again! Start to redress the balance by reallocating units in both those shopping centres as charity shops and permanent repair shops. Suggestion: quantify our policy-led reduction of exported (consumption) carbon pollution and take credit publicly for this. Challenge central government to include consumption exports in its GHG metrics.

The local plan and the land use planning system needs to be focussed on how it can best address issue of climate change. It cannot deal with all aspects of this issue, many of which are best dealt with through our regimes. The local plan can though have a major impact through locating development in the right locations; ensuring development needs are met so that they are not exported to other locations; and it should focus on ensuring that large scale renewable energy projects are facilitated. It should • Promote patterns of development that enable travel by low-carbon modes such as walking, cycling and public transport. • Encouraging and making better provision for alternatives to the private car • Discouraging our communities from using private cars where possible, and other lifestyle choices that affect the climate. • Measures to support carbon offsetting would be supported, albeit it is unclear why that would or should apply to new development as current developments are already highly energy efficient and new development will soon be zero carbon. • Supporting local and community opportunities for growing food. Existing buildings are a major challenge as many were built under former regimes where the Building Regulations were not as high as they are today. However, it is unclear to us what land use policies might be included which would address this matter. We do not support policies which relate to matters such as construction materials or environmental performance of buildings as those are matters for the building regulations.

Identification of land for renewable energy developments: rural and urban. Rural - windframs and urban for heat networks. As part of this, we should consider the possibility of a number of forms of community energy: 1. locally owned windfarms. There are a number of financial models - ie by subscription or coucil controlled. Could the plan identify suitable areas? Can the council work with local large landowners including the colleges to find suitable land to develop and inspriing vision of a future energy system, owned by residents? 2. municiaplly owned and run energy /energy service companies. Electricity and/or heat networks. This would be able to address fuel poverty directly. London, Woking, Manchester and elsewhere are developing plans, or have them in operation. Could Cambridgeshire do the same - to ensure good value for essential services and benefit from net zero transition.

Regenerative horticulture increases soil organic carbon and so I suggest that our allotments should be let and managed so as to maintain and increase SOC. With 100+ acres in the city alone, this may be a useful carbon sink.

Consideration of reducing the impact on the environment should also address the implications for flooding and natural soil resources. For instance, the northern edge of South Cambridgeshire lies within the Fens. Opportunities for carbon capture in conjunction with the doubling nature vision should be explored in coordination with adjoining local authorities. The Huntingdonshire Local Plan to 2036 supports proposals for renewable and low carbon energy through policy LP35. Consideration of Landscape, townscape and heritage impacts must be addressed as part of the development. The Council would expect any such development within proximity of the Huntingdonshire boundary to consider this in its assessment.

Subsidise and support cheap and easy sustainable transport options, not just planning when developing new housing. Give cyclists and pedestrians and public transport (not taxis) priority in urban locations, not cars; make sustainable options easier and more attractive by showing they are valued. Workplaces should be forced to help promote sustainable transport (e.g. taxed more if higher proportion use unsustainable modes of transport, but only if suitably frequent and cheap transport is available.