Greater Cambridge Local Plan: Proposed Submission

EWR Co considers that paragraph 3.3.97 should make clear that any built development above or near to the proposed EWR tunnel is suitable for such a location, in order to ensure the Plan is consistent with national policy and thus meets the tests of soundness. It therefore requests that paragraph 3.3.97 is amended as follows (additions bolded and underlined):

…The East West Railway (EWR) project proposes to go under this new settlement via a mined tunnel. It will be important that any built development above or near to the tunnel is suitable for such a location, and that phases of construction between the two proposals, as well as the high quality transport scheme linking the new village with Cambourne and Cambridge, are coordinated to minimise disruption as much as possible and do not conflict or prejudice the delivery of either project.

Policy S/BA: Bourn Airfield New Village (Section 3.3)

Policy S/BA carries forward the allocation of the Bourn Airfield site included in the South Cambridgeshire Local Plan 2018, for a new village of up to 3,500 homes, together with associated community facilities and infrastructure improvements.

As previously highlighted, EWR Co is proposing to route the new railway through a mined tunnel under the A428 and the Bourn Airfield site. Land within the site which is within the safeguarded area, including the land required for the mined tunnel, is shown in Figure 7 of EWR Co’s response letter.

Much of the length of the new tunnel is within land identified for open space in the approved parameter plans under planning permission ref. S/3440/18/OL and the Spatial Framework for the site (Figure 72 of the draft Plan). However, part of the tunnel may be located under land identified for mixed use/residential led development in the land use parameter plan and Spatial Framework. It is important that proposals for any built development above or near to the tunnel are suitable for such a location and would not conflict with or prejudice the delivery of EWR, or its operation, including through prejudicing the long-term integrity of the mined tunnel. There may also be a requirement for EWR to utilise land within the site in order to construct the proposed tunnel, mitigate impacts on A428, and/or undertake utilities diversions.

EWR Co notes that Policy I/SI would apply where development is proposed on land required by EWR. EWR Co supports the text in paragraph 3.3.97 highlighting that it will be important that construction is coordinated between EWR and the Bourn Airfield development to minimise disruption and avoid either project conflicting with or prejudicing the delivery of the other. Nonetheless, EWR Co considers that paragraph 3.3.97 should make clear that any built development above or near to the proposed EWR tunnel is suitable for such a location, in order to ensure the Plan is consistent with national policy and thus meets the tests of soundness. It therefore requests that paragraph 3.3.97 is amended as follows (additions bolded and underlined):

…The East West Railway (EWR) project proposes to go under this new settlement via a mined tunnel. It will be important that any built development above or near to the tunnel is suitable for such a location, and that phases of construction between the two proposals, as well as the high quality transport scheme linking the new village with Cambourne and Cambridge, are coordinated to minimise disruption as much as possible and do not conflict or prejudice the delivery of either project.

Policy S/RRA/SNR: Land to the North of St Neots Road, Dry Drayton (Section 3.5)

Draft Policy S/RRA/SNR allocates a site north of St Neots Road for approximately 5,000m2 of employment development. The land within the site which EWR Co has identified as being required to deliver its proposals is included within the EWR safeguarded area and shown on Figure 8 of EWR Co’s response letter.

EWR Co supports the requirements of draft Policy S/RRA/SNR, including that development must demonstrate how it implements measures necessary to provide good public transport and active travel access to the site from surrounding existing and planned developments (criterion 1 (b)) and that landscape proposals must take into account landscape enhancements associated with EWR (criterion 1 (a)).

Criterion 1 (c) requires that ‘development must not prejudice the preferred East-West Rail route alignment or its delivery’. EWR Co also notes that Policy I/SI would apply where development is proposed on land required by EWR.

Policy S/RRA/H: Land at Highfields (Phase 2) (Section 3.5)

Draft Policy S/RRA/H proposes to allocate land at Highfields for 65 dwellings. The site is in close proximity to the proposed EWR route. EWR Co is currently developing its proposals for environmental mitigation and temporary Public Rights of Way (PRoW) in this area, which have the potential to interface with the eastern boundary of this allocation site. Since its comments on the Regulation 18 consultation, EWR Co has refined its proposals in this area and no longer requires land within this allocation site to deliver EWR.

Policy S/CBC: Cambridge Biomedical Campus (including Addenbrooke’s Hospital) (Section 3.2)

The draft Local Plan allocates Cambridge Biomedical Campus (including Addenbrooke’s Hospital) (‘the Campus’) for continued development and expansion through the release of Green Belt, under draft Policy S/CBC. EWR Co continues to support the principle of the development and expansion of the Campus, as this aligns with EWR Co’s objective to facilitate economic growth within the Oxford–Cambridge Growth Corridor.

As EWR services will stop at Cambridge South station, the project will support fast and easy travel to the Campus, reducing travel times from Cambourne and Bedford significantly, expanding the number of people within commuting distance of the Campus, and therefore will help it to attract and retain the best talent. EWR will thus contribute to the Councils’ vision for the Campus as a place which continues to ‘evolve as a globally significant centre of healthcare, research and innovation, where clinical, academic and commercial activities collaborate seamlessly to improve lives’ (criterion 2). Given that EWR will support the continued development and expansion of the Campus, EWR Co would welcome recognition of this in the supporting text to draft Policy S/CBC.

EWR Co has identified that small areas of land within the Campus, along the existing West Anglia Main Line, are required to deliver its proposals in the area. This land is included in the safeguarded area and is shown in Figure 9 of EWR Co’s response letter. EWR Co’s proposals in the area include the installation of two new tracks on the west side of the existing West Anglia Main Line between Shepreth Junction and south of Cambridge station; integration of the new tracks with Cambridge South station; and works to widen the bridge at Long Road to allow four tracks to pass under it. EWR Co notes that Policy I/SI would apply where development is proposed on land required by EWR.

Policy S/C/LCR: Land at Clifton Road (including Cambridge Junction and Cambridge Leisure) (Section 3.1)

Draft Policy S/C/LCR proposes to allocate the Clifton Road and Cambridge Junction and Leisure areas or approximately 300 homes, a hotel, concert and performance spaces, and employment and leisure uses. The draft policy requires a site-wide masterplan to be prepared by the landowners/promoters in conjunction with the Council and in consultation with the local community and other stakeholders including EWR Co (criterion 3). The masterplan must furthermore demonstrate that it ‘makes provision for and positively responds to the proposed future eastern entrance to Cambridge railway station, providing seamless connections between active travel infrastructure and public transport serves both within and beyond the site’ (criterion 4(d)). Criterion 26(a) requires the safeguarding and delivery of the new eastern entrance, including space for essential infrastructure and security features required to deliver the new station entrance, which should include evidence of the possibility and feasibility of providing an unpaid pedestrian link over the railway as part of the station design.

As previously highlighted, EWR Co is proposing a new eastern entrance to Cambridge station. The proposals currently included in EWR Co’s plans comprise the minimum development and land-take needed to deliver a functional station building with the necessary key facilities to meet forecast passenger demand. This is the ‘baseline’ option, which includes a new station building with key facilities such as: paid and unpaid concourse; ticketing area; drivers’ facilities; a small area of retail; an active travel hub; and car parking. Outside of the station building footprint, the baseline option includes a railway crossing for station users only; cycle parking; and a minimal station frontage to support pick-up-and-drop-off (PUDO) and station access. The baseline station will be included in EWR Co’s application for development consent.

Land identified as being required for EWR Co’s baseline option is shown in Figure 10 of EWR Co’s response letter and included in the safeguarded area. EWR Co supports criterion 17 of Policy S/C/LCR which requires that development proposals must not prejudice the delivery of the preferred EWR alignment and associated rail infrastructure, including any eastern entrance to Cambridge railway station. EWR Co also notes that Policy I/SI and the Safeguarding Directions will be relevant to future applications for the development of land included within the safeguarded area.

Whilst EWR Co’s baseline option will comprise a high quality station and facilities providing excellent connectivity, in order to maximise the benefits of EWR, it has undertaken work to explore other options for the station, including considering over-station and adjacent site development and urban integration opportunities. Further to its Regulation 18 response, EWR Co’s view is that there is a once-in-a-generation opportunity for a landmark new station building, including the key functional features of the baseline option, together with over-station development including residential, hotel and employment uses; a new station square and approach with active travel playing a central role; and an ‘unpaid’ pedestrian footbridge allowing members of the public, including those living and working in the area, to cross the railway line without a ticket. This potential enhanced eastern entrance would form the core of a transformed Clifton Road, Cambridge Junction and Leisure area, unlocking significant additional mixed-use development, maximising the benefits of EWR, and both contribute to and justify the substantial investment which would be needed to provide a new station entrance.

Although the baseline station will form part of EWR Co’s application for development consent and bring significant benefits, EWR Co is exploring how it could bring forward the enhanced station entrance described above to fully capitalise on the opportunity presented. Delivery of the enhanced station entrance option, including the unpaid pedestrian link, is dependent on third-party funding to be secured via over station development and viable adjacent development. Without this additional funding, EWR Co would only be able to provide the baseline eastern entrance option, and the masterplan for the site required under criterion 4 would need to reflect this. In light of this, EWR Co welcomes the flexibility included indraft Policy S/C/LCR, noting that the Spatial Framework Diagram (Figure 13 of the Plan) is indicative.

EWR Co’s view is that development of an enhanced station entrance, including the unpaid link, over station development and redevelopment of the wider site, as described above, will make the most of the once-in-a-generation opportunity which EWR presents for the area. EWR Co welcomes the changes to Policy S/C/LCR relating to Clifton Road and the new station entrance, which have been informed by close collaboration with the Councils and landowners since the Regulation 18 consultation, and provide the flexibility needed at this stage. EWR Co looks forward to continuing to work collaboratively with the Councils, landowners and the Greater Cambridge Development Corporation to build upon the strong policy basis set out in the Local Plan and maximise the opportunities presented by EWR in line with the Written Ministerial Statement for EWR and the revised NPPF.

Policy S/C/SRW: Station Road West, Cambridge (Section 3.1)

The Station Road West site is allocated for approximately 11,300 square metres of office and research and development floorspace, and reprovision of station car parking.

Land within the allocation site identified as being required for the delivery of EWR is shown on Figure 11 of EWR Co’s response letter, and includes land needed for new railway infrastructure, utilities diversions, and construction access routes. This land is included in the EWR safeguarded area.

It is acknowledged that part of the allocation site has full planning permission for office and research and development floorspace, an apart-hotel and multistorey station parking. EWR Co is collaborating with the applicant to manage the interactions between the development and EWR. Policy I/SI and the EWR safeguarding directions will be important to ensuring that any forthcoming proposals for development of the site do not prejudice the delivery of EWR.

Policy S/AMC/BC: Beehive Centre (Section 3.1)

Policy S/AMC/BC allocates the Beehive Centre site as an AMC, setting out the requirements for any reconfiguration of the retail park.

EWR Co has identified that a small area of land within the Beehive Centre site is required for access to the railway to facilitate construction and operation of EWR. This land is shown on Figure 12 of EWR Co’s response letter and is included in the safeguarded area.

EWR Co acknowledges that redevelopment of the site, for a new local centre, employment floorspace, open space and supporting infrastructure, has outline permission granted by the Secretary of State for Housing, Communities and Local Government on 9th December 2025. EWR Co is working with the applicant to manage the interaction between the development and EWR. Policy I/SI will be important to ensuring that the detailed design of the development does not prejudice the delivery of EWR.

To account for the uncertainty regarding the new station location, the importance of comprehensive planning and its comments on draft Policy I/SI regarding the airport safeguarding areas, EWR Co requests the following changes to draft Policy S/AMC/SCL in the interests of meeting the tests of soundness of being positivity prepared and consistent with national policy including the Written Ministerial Statement for EWR (additions bolded and underlined):

…
Comprehensive masterplanning and infrastructure delivery

3. Development proposals must be supported by a comprehensive masterplan for the allocation to be approved by the Local Planning Authority. The masterplan must demonstrate:
…
h. Phasing and delivery arrangements, including how development would support and integrate with Cambridge East railway station and the new city district planned at Cambridge East (Policy S/CE).

4. Development proposals must:
…
d. Respond appropriately to site constraints, including the contamination, former landfill conditions, surface water drainage, groundwater, chalk stream environments, existing lakes, and operational and safeguarding requirements associated with Cambridge Airport and related height and use restrictions within the Air Safety Zone and Air Safeguarding Zones until the permanent cessation of flight operations at Cambridge Airport; and
e. Demonstrate how they will contribute towards the coordinated planning and delivery of the wider Cambridge East area, including integration with the Cambridge East allocation (Policy S/CE) and Cambridge East railway station, ensuring a comprehensive approach to movement, public realm, land use, infrastructure and placemaking and avoiding the creation of physical or functional barriers between adjacent development parcels and policy areas.

Policy S/AMC/SCL: South of Coldham’s Lane (Section 3.1)

Draft Policy S/AMC/SCL allocates land south of Coldham’s Lane as an AMC, divided into four separate parcels, for employment uses with complementary ancillary uses and car and cycle parking in the northeast; outdoor recreational uses and ecological enhancements and a safeguarded pedestrian and cycle link in the south-west; residential-led mixed use and green infrastructure in the north, and the new Cambridge East station in the north-west.

EWR Co welcomes the support for, and safeguarding of, the new Cambridge East station and associated infrastructure set out in draft Policy S/AMC/SCL (criterion 2 (e)), together with the changes made to the Policy to promote higher density residential-led mixed use development on Area 3 of the site (criterion 2(d)) and locate ecological enhancement and recreation on Area 2 (criterion 2(b)). The changes to the draft Policy support the delivery of Cambridge East station on the site and high density mixed-use development in a highly sustainable location, in line with the strategic priorities of the draft Plan, the Written Ministerial Statement for EWR and revised NPPF.

Land identified as currently being required for EWR, including the new Cambridge East station, is included within the EWR safeguarded area and shown in Figure 13 of EWR Co’s response letter. As highlighted in EWR Co’s Regulation 18 response, EWR Co is investigating potential land contamination issues relating to the land it has currently identified for Cambridge East station, which is included within the Policy S/AMC/SCL site. As such, EWR Co is exploring whether the station would need to be located on the Cambridge East site allocated under Policy S/CE. The new station, development of the South of Coldham’s Lane AMC and Cambridge East are closely related and will need to be planned comprehensively to capitalise on the transformational growth opportunity presented by the new station. To account for the uncertainty regarding the new station location, the importance of comprehensive planning and its comments on draft Policy I/SI regarding the airport safeguarding areas, EWR Co requests the following changes to draft Policy S/AMC/SCL in the interests of meeting the tests of soundness of being positivity prepared and consistent with national policy including the Written Ministerial Statement for EWR (additions bolded and underlined):

…
Comprehensive masterplanning and infrastructure delivery

3. Development proposals must be supported by a comprehensive masterplan for the allocation to be approved by the Local Planning Authority. The masterplan must demonstrate:
…
h. Phasing and delivery arrangements, including how development would support and integrate with Cambridge East railway station and the new city district planned at Cambridge East (Policy S/CE).

4. Development proposals must:
…
d. Respond appropriately to site constraints, including the contamination, former landfill conditions, surface water drainage, groundwater, chalk stream environments, existing lakes, and operational and safeguarding requirements associated with Cambridge Airport and related height and use restrictions within the Air Safety Zone and Air Safeguarding Zones until the permanent cessation of flight operations at Cambridge Airport; and

e. Demonstrate how they will contribute towards the coordinated planning and delivery of the wider Cambridge East area, including integration with the Cambridge East allocation (Policy S/CE) and Cambridge East railway station, ensuring a comprehensive approach to movement, public realm, land use, infrastructure and placemaking and avoiding the creation of physical or functional barriers between adjacent development parcels and policy areas.

To ensure consistency with national policy, including the Written Ministerial Statement for EWR, EWR Co considers that a fallback position should allow the site’s safeguarded status to be reconsidered in this event, and recommends the following amendment (additions bolded and underlined):

1. Proposals for industrial and storage uses will be acceptable in principle on the Strategic Industrial Estates listed below. Development, including changes of use, which results in the loss of industrial and storage floorspace on Strategic Industrial Estates will be permitted only where there is compelling evidence that circumstances have changed to the extent that there is no reasonable prospect of floorspace, or land being used for these purposes, or where the strategic context of the site has materially changed, by reference to:
…
e. Whether changes in accessibility arising from existing or proposed strategic transport
infrastructure have materially altered the strategic context of the site such that alternative forms of development would represent a more sustainable and efficient use of land.

Policy J/PB: Protecting existing business space (site J/PB 5(e)) (Section 8)

Draft Policy J/PB seeks to protect existing Strategic Industrial Estates, which are identified on the policies map. The draft policy in its current form may be prohibitive to a comprehensive masterplan for the area around the proposed Cambridge East railway station, including the Area of Major Change (draft Policy S/AMC/SCL) which it overlaps, due to the protection of site e. Coldham’s Lane Business Park, for its current Industrial Estate use. This use may not be most appropriate for the future condition of the site when Transport Orientated Development, linked to the opportunities created by EWR proposals, should be prioritised. To ensure consistency with national policy, including the Written Ministerial Statement for EWR, EWR Co considers that a fallback position should allow the site’s safeguarded status to be reconsidered in this event, and recommends the following amendment (additions bolded and underlined):

1. Proposals for industrial and storage uses will be acceptable in principle on the Strategic Industrial Estates listed below. Development, including changes of use, which results in the loss of industrial and storage floorspace on Strategic Industrial Estates will be permitted only where there is compelling evidence that circumstances have changed to the extent that there is no reasonable prospect of floorspace, or land being used for these purposes, or where the strategic context of the site has materially changed, by reference to:
…
e. Whether changes in accessibility arising from existing or proposed strategic transport infrastructure have materially altered the strategic context of the site such that alternative forms of development would represent a more sustainable and efficient use of land.

To ensure that the policy remains flexible and responsive to the opportunities provided by the future railway station, with potential for an uplift in final quantum of housing or employment floorspace in support of national policy, EWR Co requests the following changes to draft Policy S/CE (additions bolded and underlined):

Lifespan

24. In addition to the requirements of the validation checklist, the following will be required at the submission of an outline or major planning application:

a. An overall masterplan, setting out the final capacity and mix of uses on site and demonstrating how the proposed development meets the requirements set out in this policy;. The final capacity and mix of uses may exceed the indicative development quantum identified in this policy where it can be demonstrated through the masterplanning process that additional development would optimise the benefits of Cambridge East railway station, support transit-oriented development principles, make efficient use of land and satisfy all other policy requirements;

To account for the uncertainty regarding the new station location and importance of comprehensive planning, EWR Co requests the following changes to draft Policy S/CE in the interests of meeting the tests of soundness of being positivity prepared and consistent with national policy, including the Written Ministerial Statement for EWR (additions bolded and underlined)[see attachment]:
Cambridge East station and South of Coldham’s Lane

20. Masterplanning and development delivery must realise the strategic opportunity presented by Cambridge East railway station by ensuring that it:
…
d. Prioritises direct, safe and legible walking, wheeling, cycling and public transport connections between neighbourhoods, the district centre, and mobility hubs including the railway station; and
e. Enables early phases of development to function effectively in advance of station delivery whilst remaining capable of integration with future rail services;
f. Makes provision of land available for the new railway station, if land contamination assessments demonstrates that the preferred site for the station on land south of Coldham’s Lane is not suitable for the station development; and
g. Is comprehensively planned and integrated with the new railway station and the South of Coldham’s Lane Area of Major Change (Policy S/AMC/SCL).

Policy S/CE: Cambridge East (Section 3.2)

Draft Policy S/CE proposes to allocate Cambridge East for a new city district comprising a mixed-use development of 8,000 dwellings delivered from 2032, a wide range of supporting services and facilities, and significant employment floorspace. Figure 14 of EWR Co’s response letter shows the allocation site in relation to the EWR safeguarded area. EWR Co strongly supports the principle of a new strategic development on this site, which aligns with its proposals for a potential new EWR station at Cambridge East.

EWR Co supports the amendments to draft Policy S/CE, including under criterion 20 which reflects the need to realise the strategic opportunities presented by Cambridge East station by:

• not prejudicing the accessibility of the station or its delivery or operation or that of associated rail infrastructure (criterion 20(a));
• establishing a movement network, land use pattern and development density capable of supporting and benefiting from the new station (criterion 20(b)); aligning the district centre and surrounding high-density mixed-use development to achieve high
levels of accessibility to a potential station location (criterion 20(c));
• prioritising direct, safe and legible walking, wheeling, cycling and public transport connections
between neighbourhoods, the district centre and mobility hubs, including the new station (criterion 20(d)); and
• enabling early phases of development to function effectively in advance of station delivery whilst remaining capable of integration with future rail services (criterion 20(e)).

EWR Co furthermore welcomes the clarification in the supporting text, that the boundaries of the Green Belt in the site are expected to be the output of a masterplanning exercise, and that following the Completion of this exercise, the precise boundary will be confirmed via a review of the Local Plan (paragraph 3.2.13). As part of this masterplanning process, EWR Co would support consideration regarding whether land within the site could be released from Green Belt, in order to maximise the benefits of the proposed EWR station and support the draft Plan’s vision and strategic priorities, whilst also aligning with national Green Belt policy.

Whilst the changes made to the draft Policy are welcomed, EWR Co considers that in the interests of ensuring consistency with national policy including the Written Ministerial Statement for EWR, to capitalise on the step-change in sustainable connectivity presented by the new EWR Cambridge East station and improve connectivity to jobs and services, the Policy should allow for additional development beyond the proposed approximate 8,000 homes, where masterplanning demonstrates that additional growth would optimise the benefits of the station and remain sustainable. To ensure that the policy remains flexible and responsive to the opportunities provided by the future railway station, with potential for an uplift in final quantum of housing or employment floorspace in support of national policy, EWR Co requests the following changes to draft Policy S/CE (additions bolded and underlined):

Lifespan

24. In addition to the requirements of the validation checklist, the following will be required at the submission of an outline or major planning application:

a. An overall masterplan, setting out the final capacity and mix of uses on site and demonstrating how the proposed development meets the requirements set out in this policy;. The final capacity and mix of uses may exceed the indicative development quantum identified in this policy where it can be demonstrated through the masterplanning process that additional development would optimise the benefits of Cambridge East railway station, support transit-oriented development principles, make efficient use of land and satisfy all other policy requirements;

As highlighted in its comments on draft Policy S/AMC/SCL set out above, EWR Co is investigating potential land contamination issues relating to the site it has currently identified for Cambridge East station, which is included within the Policy S/AMC/SCL site and within the safeguarded area shown on Figures 13 and 14 of EWR’s response letter. EWR Co therefore is exploring whether the station should be located on the Cambridge East site instead, and this is not currently reflected in the safeguarded area shown on Figure 14. Furthermore, the new station, development of the South of Coldham’s Lane AMC and Cambridge East are closely related and will need to be planned comprehensively to capitalise on the transformational growth opportunity presented by the new station and ensure seamless connectivity. To account for the uncertainty regarding the new station location and importance of comprehensive planning, EWR Co requests the following changes to draft Policy S/CE in the interests of meeting the tests of soundness of being positivity prepared and consistent with national policy, including the Written Ministerial Statement for EWR (additions bolded and underlined):

Cambridge East station and South of Coldham’s Lane

20. Masterplanning and development delivery must realise the strategic opportunity presented by Cambridge East railway station by ensuring that it:
…
d. Prioritises direct, safe and legible walking, wheeling, cycling and public transport connections between neighbourhoods, the district centre, and mobility hubs including the railway station; and
e. Enables early phases of development to function effectively in advance of station delivery whilst remaining capable of integration with future rail services;
f. Makes provision of land available for the new railway station, if land contamination assessments demonstrates that the preferred site for the station on land south of Coldham’s Lane is not suitable for the station development; and
g. Is comprehensively planned and integrated with the new railway station and the South of Coldham’s Lane Area of Major Change (Policy S/AMC/SCL).

EWR Co considers that with the above proposed changes and those requested to draft Policy S/AMC/SCL, the Plan will have sufficient flexibility to respond to the significant opportunity presented by the station, and avoid inadvertently constraining its delivery or that of station-related growth, thus helping to maximise the sustainable development benefits of EWR and realise the full potential of the Oxford to Cambridge Growth Corridor in line with national policy set out in the Written Ministerial Statement for EWR.

Paragraph 3.2.17 of the supporting text states that ‘The delivery of any new station and associated rail infrastructure will be subject to a separate statutory consent process outside the control of the Local Planning Authority. Accordingly, the allocation does not depend upon delivery of the station in order for development to proceed or function effectively.’ EWR Co’s view is that, whilst early phases of development could proceed in advance of station delivery, the new Cambridge East station will provide significant benefits to the development in terms of sustainable connectivity and access to jobs and services, and that delivery of a sustainable high density district quarter in the south of the development will require the step change in connectivity provided by the new EWR station. EWR Co would therefore welcome further recognition of the benefits of the new station to the proposed development in the supporting text. The Government has reiterated its commitment to EWR and EWR Co’s growth mission of realising the full potential of the Oxford to Cambridge growth corridor by supporting jobs, housing and economic growth. Nonetheless, it is important to note that EWR Co would need to secure funding from a third-party to be able to build the station at Cambridge East.

Building on the partnership working to-date, EWR Co wishes to collaborate closely with the Councils, the Greater Cambridge Development Corporation, landowners and developers regarding proposals for the new station and the wider Cambridge East and South of Coldham’s Lane developments, to discuss how the station can be integrated with development to maximise local growth and opportunities for communities to the east of Cambridge.