Question 35. How should we ensure a high standard of housing is built in our area?

Abide by government standards. Exceed them by insisting on accreditation e.g. passivhaus standards. Be bold with methods, and sensitive to conservation arguments. Consider mixed use - why do we have so many single story schools sitting on £ms worth of land, and adjacent to an old people's home doing the same?

Adopt passivhaus standard for new builds. Also increase minimum sizes; current small sizes of housing is detrimental to wellbeing. Include outside areas as part of housing developments, to increase biodiversity.

By meeting current Building Regulations.

Neighbourhood Plans and Village Design Statements can help communities define what a ‘high standard’ means to them and is appropriate for a given site.

Primarily, this should be matter for national Building Regulations rather than Local Plan policy. The adopted Plan already covers matters such as minimum floorspace standards, energy efficiency and design. There is no need for the Local Plan to widen its control of further matters in respect of housing quality. Regimes such as the Building Regulations are far more effective than plan policies in driving change and improved standards. In addition, the planning authorities need to recognise that all such policy objectives do have an impact in respect of the costs of building new homes and therefore it is important that any such policy aims are properly reflected in a new Local Plan viability assessment.

Primarily, this should be matter for national Building Regulations rather than Local Plan policy. The adopted Plan already covers matters such as minimum floorspace standards, energy efficiency and design. There is no need for the Local Plan to widen its control of further matters in respect of housing quality. Regimes such as the Building Regulations are far more effective than plan policies in driving change and improved standards. In addition, the planning authorities need to recognise that all such policy objectives do have an impact in respect of the costs of building new homes and therefore it is important that any such policy aims are properly reflected in a new Local Plan viability assessment.

In order to ensure high standards of housing, care must be taken at the planning stage to consider proposals, designs and materials. It is essential that decisions made at planning are then supported by proper enforcement of the planning permissions and building regulation system to ensure that the proposals are not watered down or value engineered to such a degree that the quality of the design or finishes is lost as part of the construction process.

In order to ensure high standards of housing, care must be taken at the planning stage to consider proposals, designs and materials. It is essential that decisions made at planning are then supported by the discharge of conditions process along with proper enforcement of the planning permissions and building regulation system to ensure that the proposals are not watered down or value engineered to such a degree that the quality of the design or finishes is lost as part of the construction process.

New developments must create a neighbourhood that ensures interaction between people. The public space should not be dominated by motor vehicles etc. Motor vehicles should be stored at the edge of new developments. Within the development, walking and cycling should have priority with pavements continuing flat outside houses. Walking and cycling routes should have priority at all intersections over motor vehicle traffic.

Primarily, this should be matter for national Building Regulations rather than Local Plan policy. The adopted Plan already covers matters such as minimum floorspace standards, energy efficiency and design. There is no need for the Local Plan to widen its control of further matters in respect of housing quality. Regimes such as the Building Regulations are far more effective than plan policies in driving change and improved standards. In addition, the planning authorities need to recognise that all such policy objectives do have an impact in respect of the costs of building new homes and therefore it is important that any such policy aims are properly reflected in a new Local Plan viability assessment.

Primarily, this should be matter for Building Regulations rather than Local Plan policy. The adopted Plan already covers matters such as minimum floorspace standards, energy efficiency and design. There is no need for the Local Plan to widen its control of further matters in respect of housing quality. Regimes such as the Building Regulations are far more effective than plan policies in driving change and improved standards. In addition, the planning authorities need to recognise that all such policy objectives do have an impact in respect of the costs of building new homes and therefore it is important that any such policy aims are properly reflected in a new Local Plan viability assessment.

Primarily, this should be matter for Building Regulations rather than Local Plan policy. The adopted Plan already covers matters such as minimum floorspace standards, energy efficiency and design. There is no need for the Local Plan to widen its control of further matters in respect of housing quality. Regimes such as the Building Regulations are far more effective than plan policies in driving change and improved standards. In addition, the planning authorities need to recognise that all such policy objectives do have an impact in respect of the costs of building new homes and therefore it is important that any such policy aims are properly reflected in a new Local Plan viability assessment.

Local Plan policies can require a high standard of design for new residential development, leading from Government policy and guidance. Appropriately worded design policies should require a high-quality design for new dwellings. This could include sustainable design principles including measures to improve the energy efficiency of new homes, water saving measures, use of efficient insulation material and heating systems, the reduction and recycling of construction materials, provision of appropriate amenity space and accessibility. Policy should not be prescriptive for precisely how it will be accomplished: it can set a policy-level, but developers should be able to use a host of options to achieve the target.

The College supports the delivery of a high standard of housing and the new Local Plan bringing forward policy and guidance in line with national policy to ensure developments meet energy efficiency, accessibility and adaptability standards, whilst at the same time ensuring this does not overburden the viability of schemes, thus impacting on deliverability.

We understand that the planning authorities recognise that all such policy objectives do have an impact in respect of the costs of building new homes and therefore it is important that any such policy aims are properly reflected in a new local plan viability assessment.

Provide more building inspectors. Pay them fairly. Give them a fair workload. Demand high standards all around. Stuff needs to be paid for. Nothing comes from nothing.

6.9 Local Plan policies can require a high standard of design for new residential development, leading from Government policy and guidance. Appropriately worded design policies should require a high-quality design for new dwellings. This could include sustainable design principles including measures to improve the energy efficiency of new homes, water saving measures, use of efficient insultation material and heating systems, the reduction and recycling of construction materials, provision of appropriate amenity space and accessibility. Policy should not be prescriptive for precisely how it will be accomplished, it can set a policy-level, but developers should be able to use a host of options to achieve the target.

Both new and existing houses need to have or be able to create easy and accessible cycle parking. Cycle theft is a major issue for Cambridge Residents, therefore we need to be able to store bicycles in a safe and convenient location - this is likely to be at the front of a house. Cycle parking must be suitable for a whole family and include space for larger cycles, such as a cargo bike.

Primarily, this should be matter for national Building Regulations rather than Local Plan policy. The adopted Plan already covers matters such as minimum floorspace standards, energy efficiency and design. There is no need for the Local Plan to widen its control of further matters in respect of housing quality. Regimes such as the Building Regulations are far more effective than plan policies in driving change and improved standards. In addition, the planning authorities need to recognise that all such policy objectives do have an impact in respect of the costs of building new homes and therefore it is important that any such policy aims are properly reflected in a new Local Plan viability assessment.

• Poor standards of cycle parking prevent people from cycling. Accessible, high-quality, secure and plentiful cycle parking is a critical element of high-standard housing and will enable more people to cycle regularly. • Good cycle parking is a factor in house buying and renting decisions. • Cycle parking standards must be updated to increase the number of cycle parking spaces required for developments, and the design standards have to be updated with modern, inclusive cycle parking specifications. • Cycle parking policies must be absolutely clear about the need for accessible cycle stands that can be used by people of all abilities and specific about the design and installation requirements. • There must be a proportion of cycle stands that are suitable for cargo cycles, tricycles, adapted cycles and recumbents. • Vertical and semi-vertical cycle parking racks must be absolutely prohibited. • Two-tier racks must not be allowed for residential uses, and must be accompanied by a suitable proportion of Sheffield stands in non-residential uses for people who cannot use the two-tier racks. • Cycle parking should never be referred to as 'cycle storage', because 'parking' implies frequent usage and 'storage' does not; we want the design of cycle parking to be as convenient as possible in order to enable frequent usage. • Cycle parking should be at least as close to entry doors as any car parking. Convenience for everyday usage is paramount. • Cycle parking policies must be absolutely clear about the need for accessible cycle stands that can be used by people of all abilities and specific about the design and installation requirements. • There must be a proportion of cycle stands that are suitable for cargo cycles, tricycles, adapted cycles and recumbents. • Vertical and semi-vertical cycle parking racks must be absolutely prohibited. • Two-tier racks must not be allowed for residential uses, and must be accompanied by a suitable proportion of Sheffield stands in non-residential uses for people who cannot use the two-tier racks. • Cycle parking should never be referred to as 'cycle storage', because 'parking' implies frequent usage and 'storage' does not; we want the design of cycle parking to be as convenient as possible in order to enable frequent usage. • Cycle parking should be at least as close to entry doors as any car parking. Convenience for everyday usage is paramount.

• Poor standards of cycle parking prevent people from cycling. Accessible, high-quality, secure and plentiful cycle parking is a critical element of high-standard housing and will enable more people to cycle regularly. • Good cycle parking is a factor in house buying and renting decisions. • Cycle parking standards must be updated to increase the number of cycle parking spaces required for developments, and the design standards have to be updated with modern, inclusive cycle parking specifications. • Cycle parking policies must be absolutely clear about the need for accessible cycle stands that can be used by people of all abilities and specific about the design and installation requirements. • There must be a proportion of cycle stands that are suitable for cargo cycles, tricycles, adapted cycles and recumbents. • Vertical and semi-vertical cycle parking racks must be absolutely prohibited. • Two-tier racks must not be allowed for residential uses, and must be accompanied by a suitable proportion of Sheffield stands in non-residential uses for people who cannot use the two-tier racks. • Cycle parking should never be referred to as 'cycle storage', because 'parking' implies frequent usage and 'storage' does not; we want the design of cycle parking to be as convenient as possible in order to enable frequent usage. • Cycle parking should be at least as close to entry doors as any car parking. Convenience for everyday usage is paramount.

As set out in the response to Question 23 above, national guidance on design already exists which should be reflected in design policies in the emerging GCLP. A number of methods are used in Greater Cambridge to ensure the delivery of high standards for housing e.g. Design and Conservation Panel, Design Enabling Panel, and Design Workshops. Therefore, the tools already exist to ensure a high standard of housing. In addition, it should be noted that a number of developments on the edge of Cambridge are award winning e.g. Eddington and Trumpington Meadows and provide examples of innovative design and solutions.

I think there should be specific standards for energy efficiency, accessibility and adaptability set in new housing built. Passive house standards would allow the reduced use of energy. You could also put specifications for things like rainwater collection systems and solar panels. By building houses in a pre fabricated modular fashion you could ensure that the housing would be adaptable in the future to adding bits on or modifying them over conventional built housing.

Minimise carbon use e.g. use the highest insulation standards Design to discourage use of cars and make the developments pleasant for walking and cycling, and close to public transport. Provide cycle parking close to houses, with cars kept away from pedestrian areas. No parking on pavements or grass verges!

• Poor standards of cycle parking prevent people from cycling. Accessible, high-quality, secure and plentiful cycle parking is a critical element of high-standard housing and will enable more people to cycle regularly. • Good cycle parking is a factor in house buying and renting decisions. • Cycle parking standards must be updated to increase the number of cycle parking spaces required for developments, and the design standards have to be updated with modern, inclusive cycle parking specifications. • Cycle parking policies must be absolutely clear about the need for accessible cycle stands that can be used by people of all abilities and specific about the design and installation requirements. • There must be a proportion of cycle stands that are suitable for cargo cycles, tricycles, adapted cycles and recumbents. • Vertical and semi-vertical cycle parking racks must be absolutely prohibited. • Two-tier racks must not be allowed for residential uses, and must be accompanied by a suitable proportion of Sheffield stands in non-residential uses for people who cannot use the two-tier racks. • Cycle parking should never be referred to as 'cycle storage', because 'parking' implies frequent usage and 'storage' does not; we want the design of cycle parking to be as convenient as possible in order to enable frequent usage. • Cycle parking should be at least as close to entry doors as any car parking. Convenience for everyday usage is paramount.

Why do we have a planning committee if they don't have a set of modern, updated standards to follow? Don't you have well qualified staff employees that can follow the evolution and progress internationally? Their proposals should be openly scrutinized and adopted and threafter followed. • Poor standards of cycle parking prevent people from cycling. Accessible, high-quality, secure and plentiful cycle parking is a critical element of high-standard housing and will enable more people to cycle regularly. • Good cycle parking is a factor in house buying and renting decisions. • Cycle parking standards must be updated to increase the number of cycle parking spaces required for developments, and the design standards have to be updated with modern, inclusive cycle parking specifications. • Cycle parking policies must be absolutely clear about the need for accessible cycle stands that can be used by people of all abilities and specific about the design and installation requirements. • There must be a proportion of cycle stands that are suitable for cargo cycles, tricycles, adapted cycles and recumbents. • Vertical and semi-vertical cycle parking racks must be absolutely prohibited. • Two-tier racks must not be allowed for residential uses, and must be accompanied by a suitable proportion of Sheffield stands in non-residential uses for people who cannot use the two-tier racks. • Cycle parking should never be referred to as 'cycle storage', because 'parking' implies frequent usage and 'storage' does not; we want the design of cycle parking to be as convenient as possible in order to enable frequent usage. • Cycle parking should be at least as close to entry doors as any car parking. Convenience for everyday usage is paramount.

Poor standards of cycle parking prevent people from cycling. Accessible, high-quality, secure and plentiful cycle parking is a critical element of high-standard housing and will enable more people to cycle regularly. Good cycle parking is a factor in house buying and renting decisions. Cycle parking standards must be updated to increase the number of cycle parking spaces required for developments, and the design standards have to be updated with modern, inclusive cycle parking specifications. Cycle parking policies must be absolutely clear about the need for accessible cycle stands that can be used by people of all abilities and specific about the design and installation requirements. There must be a proportion of cycle stands that are suitable for cargo cycles, tricycles, adapted cycles and recumbents. Vertical and semi-vertical cycle parking racks must be absolutely prohibited since they are impractical for use by both young and elderly residents. Two-tier racks must not be allowed for residential uses, and must be accompanied by a suitable proportion of Sheffield stands in non-residential uses for people who cannot use the two-tier racks.

• Poor standards of cycle parking prevent people from cycling. Accessible, high-quality, secure and plentiful cycle parking is a critical element of high-standard housing and will enable more people to cycle regularly. • Good cycle parking is a factor in house buying and renting decisions. • Cycle parking standards (Cambridge City Council, 2010) must be updated to increase the number of cycle parking spaces required for developments, and the design standards have to be updated with modern, inclusive cycle parking specifications (Wheels for Wellbeing, 2019). • Cycle parking policies must be absolutely clear about the need for accessible cycle stands that can be used by people of all abilities and specific about the design and installation requirements (Wheels for Wellbeing, 2019). • There must be a proportion of cycle stands that are suitable for cargo cycles, tricycles, adapted cycles and recumbents (Wheels for Wellbeing, 2019). • Vertical and semi-vertical cycle parking racks must be absolutely prohibited (Wheels for Wellbeing, 2019). • Two-tier racks must not be allowed for residential uses, and must be accompanied by a suitable proportion of Sheffield stands in non-residential uses for people who cannot use the two-tier racks. • Cycle parking should never be referred to as ‘cycle storage’, because ‘parking’ implies frequent usage and ‘storage’ does not; we want the design of cycle parking to be as convenient as possible in order to enable frequent usage. • Cycle parking should be at least as close to entry doors as any car parking. Convenience for everyday usage is paramount. • Highways design and car storage arrangements must not be allowed to dominate the design of housing (Carmona, 2020). “[A] lack of [parking] for bicycles can make this highly sustainable and healthy mode of travel all but impossible for residents.” (Carmona, 2020) Evidence for our response to Question 35. • Cambridge City Council (2010). The Cycle Parking Guide for New Residential Developments. Transport Initiatives, LLP. • Wheels for Wellbeing (2019). A Guide to Inclusive Cycling. 3rd Edition. • Carmona, Matthew, et al (2020). A Housing Design Audit for England. Place Alliance

Accessible, high-quality, secure and plentiful cycle parking is a critical element of high-standard housing and will enable more people to cycle regularly.

Homes should be designed with easy and convenient to access cycle parking. This should allow for the parking of a range of styles, including cargo bikes and adpated cycles. They should also allow for the charging infrastructure for electric bikes