Greater Cambridge Local Plan: Proposed Submission

As highlighted in its response to the Regulation 18 consultation, EWR Co strongly supports the Councils’ overarching growth strategy for Greater Cambridge that underpins the draft Plan (Policy S/DS: Development Strategy, Section 2), which is ‘heavily informed’ by the location of existing and proposed public transport schemes, including EWR (para 2.82, p. 56 of the draft Local Plan). EWR Co also continues to support the Plan’s focus on promoting patterns of development that enable low carbon transport modes, shifting away from a reliance on private cars, which is reflected in the Climate Change and Connectivity and Infrastructure strategic priorities (Section 1 and throughout the draft Plan) and draft Policy I/ST: Sustainable Transport and Connectivity (Section 10). The EWR project will play a major role in helping the Councils achieve their ambitions for Greater Cambridge by 2045.

The proposed EWR station at Cambourne will help to unlock significant development within the Cambourne North site allocated under draft Policy S/CBN. EWR Co welcomes the draft Plan’s recognition of the ‘significant benefits’ that will be provided by the proposed EWR Cambourne station, which the proposed strategic development at Cambourne will take advantage of (Section 2, para 2.64, p. 52). EWR Co agrees that the EWR project will make the town one of the ‘best-connected places in the region’ (Section 3, para 3.3.2, p. 277), providing an opportunity to grow and enhance the town and increase the critical mass of population, employment and services available to the existing and future communities in the area (para 2.64).

EWR Co would welcome recognition that the proposed Cambridge East station will provide a step change in public transport connectivity for the Cambridge East development site, the South of Coldham’s Lane sites within the Area of Major Change, and eastern Cambridge more widely.

The Councils’ recognition of the strategic opportunity presented by the proposed Cambridge East station, and support for its delivery set out in draft Policy S/AMC/SCL, is welcomed. EWR Co’s proposed Cambridge East station will provide a step change in public transport connectivity for the Cambridge East development site, the South of Coldham’s Lane sites within the Area of Major Change, and eastern Cambridge more widely. EWR Co would welcome recognition of this in the Local Plan, as was included in the Regulation 18 version.

With regard to a new eastern entrance to Cambridge station, EWR Co agrees that its delivery would be a significant factor in unlocking development of the Clifton Road site, that it would bring benefits to people using the railway, including those at Hills Road Sixth Form, and that it presents a significant opportunity to enhance the regional transport interchange capabilities around Cambridge railway station (Section 3.1, Policy S/C/LCR, paragraph 3.1.11, p. 90). As highlighted above and in its response to the Regulation 18 consultation, EWR Co has included a new eastern entrance to Cambridge station in its proposals, to realise this long-held ambition and deliver the significant benefits associated with it. EWR Co’s comments regarding the provisions included in the draft Local Plan for a new eastern entrance are set out further in its representation on draft Policy S/C/LCR.

The draft Local Plan policies map includes the land identified as being required for EWR which was presented at 2026 consultation. In order to reflect the wording of Policy I/SI, which indicates that land subject to safeguarding directions is identified on the policies map, EWR Co recommends that the policies map is updated to show the current safeguarded land included in the Safeguarding Directions given in June 2026. The Councils should continue to update the policies map to reflect any further directions, or revisions to the directions, prior to submission of the Plan.

Policy I/SI: Safeguarding important infrastructure (Section 10) - policies map

As set out in paragraph 24 of the EWR safeguarding guidance, the area safeguarded by the Safeguarding Directions should be represented on the policies map (in accordance with regulation 9 of the Town and Country Planning (Local Planning) (England) Regulations 2012 (as amended).

The draft Local Plan policies map includes the land identified as being required for EWR which was presented at 2026 consultation. In order to reflect the wording of Policy I/SI, which indicates that land subject to safeguarding directions is identified on the policies map, EWR Co recommends that the policies map is updated to show the current safeguarded land included in the Safeguarding Directions given in June 2026. The Councils should continue to update the policies map to reflect any further directions, or revisions to the directions, prior to submission of the Plan.

Showing the area safeguarded by the current EWR Safeguarding Directions will help those considering development in the area, as it will facilitate early engagement between developers and EWR Co, thus allowing EWR Co to consider how proposals interact with EWR and how they might be accommodated with the proposed railway project at an early stage. This will help to avoid the possibility of a recommendation for refusal being made to the LPA by EWR Co at the planning application stage.

EWR Co recommends the following amendments to link the safeguarding policy to the operations of the airport and thus allow for development proposals to progress seamlessly (additions bolded and underlined).

5. Development, including changes of use, which is likely to lead to an increase in the number of people living, working or congregating on land within Cambridge Airport Public Safety Zone, as identified on the Policies Map, will not be permitted unless development would be occupied only following the permanent cessation of flight operations at Cambridge Airport.

EWR Co strongly supports the provisions of draft Policy I/SI setting out that planning permission will not be granted for development that would prejudice the construction or effective operation of East West Rail proposals within the safeguarded area, and that consultation will be required with EWR Co. Inclusion of this criterion is necessary for the Plan to be positively prepared, effective and consistent with national policy including the Written Ministerial Statement for EWR, and therefore to be sound.

EWR Co welcomes the amendments to the supporting text under paragraphs 10.46 and 10.47 which reflects its comments made at the Regulation 18 consultation and provide clarity regarding the current safeguarding directions and align with paragraph 26 of the safeguarding guidance. Should any further revisions or updates be made to the EWR Safeguarding Directions prior to the submission of the Local Plan, EWR Co recommends that paragraph 10.46 is amended to reference the latest directions, in order to provide clarity to developers, landowners and other stakeholders reading the Plan.

EWR Co notes that criterion 5 of Policy I/SI may be prohibitive to early development proposals in the vicinity of the proposed Cambridge East Railway Station including within the Area of Major Change (site S/AMC/SCL). EWR Co recommends the following amendments to link the safeguarding policy to the operations of the airport and thus allow for development proposals to progress seamlessly (additions bolded and underlined).

5. Development, including changes of use, which is likely to lead to an increase in the number of people living, working or congregating on land within Cambridge Airport Public Safety Zone, as identified on the Policies Map, will not be permitted unless development would be occupied only following the permanent cessation of flight operations at Cambridge Airport.

EWR Co notes that draft Policy I/SI safeguards Mullard Radio Astronomy Observatory (MRAO) at Lord’s Bridge, in line with the adopted Local Plans. The EWR route will pass through the Lord’s Bridge Restricted and Consultation Areas, as shown on the policies map. EWR Co is continuing to work with the University of Cambridge to determine the extent which electromagnetic interference and vibrations caused by the proposed railway would impact the MRAO, and how any impacts would be appropriately mitigated.

EWR Co suggests the following additional policy text which would reflect best practice and support the Plan at examination by aligning it with national policy (suggested additions bolded and underlined):

High density development in sustainable locations:

2. Subject to satisfactorily demonstrating the above, higher density development that exceeds local prevailing densities will be supported provided the site is:
…
d. Within walking distance (800m) of existing and proposed railway stations. These areas should be planned as accessible, mixed-use and transit-oriented locations. Development proposals should optimise opportunities for higher-density growth and efficient use of land arising from investment in rail infrastructure where consistent with place-making, infrastructure capacity and other policy requirements. [underlined in attachment]

Policy GP/HD: Housing Density (Section 7)

EWR Co supports draft Policy GP/HD, which sets out that subject to satisfactorily demonstrating compliance with criterion 1, higher density development that exceeds local prevailing densities will be supported provided the site is well served by existing or proposed high quality public transport, including railway stations (criterion 5). In line with the Written Ministerial Statement for EWR and the revised NPPF, EWR Co continues to support maximising densities on those sites which will be best served by EWR’s high quality rail service, including at Cambourne and Cambourne North, Cambridge Biomedical Campus, Clifton Road, and Cambridge East as development in these areas would benefit from being in highly sustainable locations with excellent access to jobs and services.

In line with the Written Ministerial Statement for EWR and the revised NPPF, EWR Co considers that the policy could more clearly recognise the role that existing and proposed railway stations can play in supporting sustainable higher density development. Improved rail accessibility can create opportunities for additional homes, employment floorspace and mixed-use development in locations where dependence on private vehicles can be reduced and access to services, jobs and public transport can be maximised.

EWR Co suggests the following additional policy text which would reflect best practice and support the Plan at examination by aligning it with national policy (suggested additions bolded and underlined): High density development in sustainable locations:
2. Subject to satisfactorily demonstrating the above, higher density development that exceeds local prevailing densities will be supported provided the site is:
…
d. Within walking distance (800m) of existing and proposed railway stations. These areas should be planned as accessible, mixed-use and transit-oriented locations. Development proposals should optimise opportunities for higher-density growth and efficient use of land arising from investment in rail infrastructure where consistent with place-making, infrastructure capacity and other policy requirements. [underlined in attachment]

EWR Co suggests that the following amendment is made to draft Policy I/ST to ensure consistency with the national policy including the Written Ministerial Statement for EWR and revised NPPF (suggested additions bolded and underlined):

5. Where public transport infrastructure proposals will substantially enhance connectivity, development proposals which will be well-served by new infrastructure (within 800m radius) must be masterplan led and respond positively to the future context, following a Transit Oriented Development approach where density and land-use take advantage of future enhanced connectivity. However, proposals must be phased appropriately using an infrastructure first approach where the delivery of housing or other types of development corresponds with enhanced transport connectivity.

Policy I/ST: Sustainable transport and connectivity (Section 10)

Whilst EWR Co are supportive of draft Policy I/ST and consider it to be suitable for the achievement of the Councils’ ambitions, the Plan should go further to recognise the role of station locations as potential higher density, transit-oriented growth nodes and avoid inadvertently constraining opportunities for additional homes, employment floorspace and mixed-use development that may be demonstrated to be sustainable through future masterplanning and technical assessment. EWR Co suggests that the following amendment is made to draft Policy I/ST to ensure consistency with the national policy including the Written Ministerial Statement for EWR and revised NPPF (suggested additions bolded and underlined):

5. Where public transport infrastructure proposals will substantially enhance connectivity, development proposals which will be well-served by new infrastructure (within 800m radius) must be masterplan led and respond positively to the future context, following a Transit Oriented Development approach where density and land-use take advantage of future enhanced connectivity. However, proposals must be phased appropriately using an infrastructure first approach where the delivery of housing or other types of development corresponds with enhanced transport connectivity.

As set out in the Station Enhancement Study, EWR Co will be seeking consent for the baseline station option as part of its application for development consent. The baseline option integrates the high-quality placemaking principles set out in the Rail Integration and Station Enhancement studies, so far as these can be delivered by EWR Co. It is important that criterion 16(a) of the Plan is not a requirement for EWR Co to provide this enhanced station as part of its Development Consent Order proposals and is instead linked to third-party developers financial contributions necessary for its delivery. As otherwise, this would risk undermining EWR Co’s application for development consent, which will not include the enhanced station option, and in turn delivery of Cambourne station, the wider project and the proposed Cambourne North allocation. To ensure that this outcome is avoided and Plan meets the tests of soundness of being positively prepared, effective and consistent with national policy including the Written Ministerial Statement for EWR, EWR Co requests that the following amendments are made to Policy S/CBN:

The development of Cambourne North must do the following:
…
16. Deliver a new Station Quarter and Town Centre, anchored by a new railway station and multi-modal transport interchange, that will become the heart of the town extension. The design must:

a. Include a landmark railway station, based on high-quality placemaking principles outlined in the indicative Spatial Framework, Rail Integration Study and Station Enhancement Study, forming a key component of the Station Quarter, Cambourne North and the overall town and serving the needs of the wider area;

b. Developers will be required to pay a financial contribution to the delivery of an enhanced EWR Station, based on high-quality placemaking principles outlined in the indicative Spatial Framework, Rail Integration Study and Station Enhancement Study, to support the new station interchange that will be a focal point for Cambourne North, providing a range of facilities and acting as a new gateway to the town and strategic Cambourne expansion. This will include a direct link under the proposed station for both active travel and public transport and will be secured through a future Community Infrastructure Levy (CIL) tariff;

Policy S/CBN: Cambourne North (Section 3.3)

Draft Policy S/CBN allocates an area north of Cambourne for strategic development including approximately 13,000 homes and 108,000m2 gross internal area of employment floorspace, with a range of supporting facilities. EWR Co strongly supports the proposed allocation and spatial framework (Figure 66 of the draft Plan), which aligns with its proposals for an EWR station at Cambourne and which will maximise the benefits of this highly sustainable location served by the new station and EWR services.

EWR Co agrees with the Councils’ vision for the site, including that the new station will serve as a focal point and gateway to the town and provide a range of facilities (criterion 7).

As set out in criterion 10, integration of Cambourne North with the existing town will be critical to its success. EWR Co considers that its proposals for the new station to be located north-east of the A428/Cambourne Road double roundabout, with a new footbridge over the A428 and St Neots Road, will help to facilitate connectivity between the existing and new communities.

EWR Co supports criterion 2, which sets out that a site-wide masterplan will be prepared by the landowners/promoters in conjunction with the Council and in consultation with the local community and stakeholders including EWR Co.

EWR Co furthermore supports criterion 12, which sets out the uses the site is allocated for, including a ’range of housing sizes, types, and tenures based on identified existing and future local needs, including affordable housing and homes to accommodate people at all stages of life’.

The requirements for the new development as set out in the policy are also welcomed by EWR Co, including that:

• the development delivers a new ‘Station Quarter and Town Centre, anchored by a new railway station, that will become the ‘heart of the town extension’ (criterion 16);
• highest densities (circa 90 dwellings per hectare) should be focused at the Station Quarter and Town Centre quarter (criterion 17(a));
• higher densities should be delivered in employment locations that are within walking and cycling distance of the new station (criterion 17(b));
• mitigation of any impacts from the new railway and station should be embedded in the design (criterion 22);
• a comprehensive movement and connectivity network for the town should be delivered, which prioritises sustainable and active travel modes and connects key locations including the new EWR station (criterion 37):
o setting aside land and/or directly delivering transport measures including:
 enhanced and new walking and cycling links across the East West Rail route (with the reprovision of existing road connections affected by the new railway) (criterion 37 (b)(i));
 the new high quality and appropriately facilitated EWR station with suitable access arrangements by all modes, facilitated by a mobility hub and high-quality active travel infrastructure connecting the station to centres, neighbourhoods and surrounding villages (criterion 37 (b)(ii));
 Public transport corridors providing connectivity across the development to the new railway station and towards Papworth Everard and the existing Cambourne town, integrating with the Cambourne to Cambridge high quality public transport corridor (HQPT) (criterion 37 (b)(iii));
o directly delivering, or where this is not possible, making financial contributions towards
 new and enhanced north-south connections, including a landmark ‘landbridge’ (criterion 37 (c)(i));
 high quality and safe active travel connections to surrounding villages, pedestrian and cycle improvements at existing junctions on the A428 and strategic active travel improvements (criterion 37 (c)(ii), (iv) and (v));
 a new public transport and active travel bridge to the west of the A428 dumbbell roundabout to link with the emerging Cambourne West development (criterion 37 (c)(iii));
o improved local bus connections to coincide with the opening of the station, including between Cambourne North and nearby villages as well as other settlements and key employment areas where required (criterion 37 (d)(ii));
o highway improvements and mitigation, including additional enhancements to the ‘dumbbell roundabout’ A428 junction to coincide with and supplement measures implemented as part of EWR, and capacity enhancements at the junctions and on local roads where demonstrated necessary through transport modelling (criterion 37 (e)(i) and (ii)).

EWR Co has been working closely with the Councils to explore the opportunity for the enhancement of Cambourne station with facilities over and above those provided by its high quality baseline station option; including, for example, a road link under the station connecting the A428 and the proposed Station Quarter. EWR Co’s baseline station option, served by its fast, frequent rail services across the Oxford-Cambridge Growth Corridor, will help to unlock significant sustainable development at Cambourne North. The enhanced station option would build on this, helping to maximise the opportunity presented by EWR.

Provision of the enhanced station option is subject to third-party funding, without which EWR Co will only be able to provide the baseline station proposals. EWR Co therefore supports criterion 16(b) requiring developers to pay a financial contribution to the delivery of an enhanced station, through a future Community Infrastructure Levy (CIL) tariff.

As set out in the Station Enhancement Study, EWR Co will be seeking consent for the baseline station option as part of its application for development consent. The baseline option integrates the high-quality placemaking principles set out in the Rail Integration and Station Enhancement studies, so far as these can be delivered by EWR Co. It is important that criterion 16(a) of the Plan is not a requirement for EWR Co to provide this enhanced station as part of its Development Consent Order proposals and is instead linked to third-party developers financial contributions necessary for its delivery. As otherwise, this would risk undermining EWR Co’s application for development consent, which will not include the enhanced station option, and in turn delivery of Cambourne station, the wider project and the proposed Cambourne North allocation. To ensure that this outcome is avoided and Plan meets the tests of soundness of being positively prepared, effective and consistent with national policy including the Written Ministerial Statement for EWR, EWR Co requests that the following amendments are made to Policy S/CBN:

The development of Cambourne North must do the following:
…
16. Deliver a new Station Quarter and Town Centre, anchored by a new railway station and multi-modal transport interchange, that will become the heart of the town extension. The design must:

a. Include a landmark railway station, based on high-quality placemaking principles outlined in the indicative Spatial Framework, Rail Integration Study and Station Enhancement Study, forming a key component of the Station Quarter, Cambourne North and the overall town and serving the needs of the wider area;
b. Developers will be required to pay a financial contribution to the delivery of an enhanced EWR Station, based on high-quality placemaking principles outlined in the indicative Spatial Framework, Rail Integration Study and Station Enhancement Study, to support the new station interchange that will be a focal point for Cambourne North, providing a range of facilities and acting as a new gateway to the town and strategic Cambourne expansion. This will include a direct link under the proposed station for both active travel and public transport and will be secured through a future Community Infrastructure Levy (CIL) tariff;

EWR Co strongly supports the Councils’ leadership and collaborative working to bring forward draft Policy S/CBN and looks forward to continuing to engage closely to deliver a high quality new station at Cambourne, integrated seamlessly with new development to the north and existing communities to the south.

Land within the S/CBN allocation site identified as being required for the delivery of EWR is shown on Figure 5 of EWR Co’s response letter, and includes land needed for the new railway, Cambourne station, and associated development. This land is included in the EWR safeguarded area. EWR Co supports criterion 15 which requires that the development makes provision for and does not preclude the delivery of EWR and associated rail infrastructure. EWR Co furthermore notes that Policy I/SI and the Safeguarding Directions will also be relevant to future applications for the development of the site.

EWR Co supports the requirement in criterion 62 that other new or enhanced connections must not conflict with, or prejudice the delivery of EWR proposals, and notes that Policy I/SI would also apply where development is proposed on land required by EWR.

Policy S/CB: Cambourne (Section 3.3)

Draft Policy S/CB provides the planning framework for managing new applications for development within the existing Cambourne town, in the context of the new strategic allocation for expansion of the settlement to the north and the proposed EWR station at Cambourne.

EWR will provide significant benefits to the existing community and businesses at Cambourne and support further development within the town, with the EWR station to the north forming a new sustainable transport hub which will place Cambourne at the heart of the Oxford-Cambridge Growth Corridor. To ensure that these benefits are maximised, EWR Co agrees that seamlessly integrating Cambourne with the new railway station to the north of the A428 and the EWR route will be critical (criterion 61). To this end, it supports criteria 60-63 of draft Policy S/CB, which sets out that Cambourne and Cambourne North (draft S/CBN) will be planned as one town and the requirements to achieve effective integration and address potential barriers to movement including the A428 and the new railway.

In order to integrate the new station with Cambourne, EWR Co is proposing a new footbridge over the A428 to the north of Cambourne Sports Centre. The land required to deliver this new crossing within the S/CB allocation site is shown on Figure 6 of EWR Co’s response letter. This land is included in the EWR safeguarded area. EWR Co supports the requirement in criterion 62 that other new or enhanced connections must not conflict with, or prejudice the delivery of EWR proposals, and notes that Policy I/SI would also apply where development is proposed on land required by EWR.