Greater Cambridge Local Plan Issues & Options 2020
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New searchPlease see section 6.0 and 7.0 of the accompanying representations document. Forecasts suggest that long-term Greater Cambridge could see job growth of up to around 3,500 per year under a transformational job scenario, with associated housing need for around 2,200-2,300 homes per year across Greater Cambridge. There is good reason for Greater Cambridge to consider delivery in excess of its standard method figure (of c.1,800 homes per year). This would be consistent with the NIC’s findings that housebuilding across the CaMKOx arc would need to roughly double compared with recent delivery levels to meet needs in full, including those from land constrained markets. It would also assist the area in meeting more of its affordable housing needs and deal with some of the pressure from unmet housing needs in London leading to in commuters from the capital, often with greater purchasing power than local residents. The edge of the city is likely to need to be the focus for future employment growth. To achieve the most sustainable commuting patterns, housing similarly needs to be located on the edge of the city. We know that the most common method of transport for those living in the city and fringe who also work there is by cycling or walking. These high levels of sustainable travel can be maintained with the co-location of housing and employment at the site, and potentially the number using cars to travel locally could be reduced if accessibility around the local area is improved as a result of the development.
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Please see section 6.0 and 7.0 of the accompanying representations document. Forecasts suggest that long-term Greater Cambridge could see job growth of up to around 3,500 per year under a transformational job scenario, with associated housing need for around 2,200-2,300 homes per year across Greater Cambridge. There is good reason for Greater Cambridge to consider delivery in excess of its standard method figure (of c.1,800 homes per year). This would be consistent with the NIC’s findings that housebuilding across the CaMKOx arc would need to roughly double compared with recent delivery levels to meet needs in full, including those from land constrained markets. It would also assist the area in meeting more of its affordable housing needs and deal with some of the pressure from unmet housing needs in London leading to in commuters from the capital, often with greater purchasing power than local residents. The edge of the city is likely to need to be the focus for future employment growth. To achieve the most sustainable commuting patterns, housing similarly needs to be located on the edge of the city. We know that the most common method of transport for those living in the city and fringe who also work there is by cycling or walking. These high levels of sustainable travel can be maintained with the co-location of housing and employment at the site, and potentially the number using cars to travel locally could be reduced if accessibility around the local area is improved as a result of the development.
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Please see section 6.0 and 7.0 of the accompanying representations document. Forecasts suggest that long-term Greater Cambridge could see job growth of up to around 3,500 per year under a transformational job scenario, with associated housing need for around 2,200-2,300 homes per year across Greater Cambridge. There is good reason for Greater Cambridge to consider delivery in excess of its standard method figure (of c.1,800 homes per year). This would be consistent with the NIC’s findings that housebuilding across the CaMKOx arc would need to roughly double compared with recent delivery levels to meet needs in full, including those from land constrained markets. It would also assist the area in meeting more of its affordable housing needs and deal with some of the pressure from unmet housing needs in London leading to in commuters from the capital, often with greater purchasing power than local residents. The edge of the city is likely to need to be the focus for future employment growth. To achieve the most sustainable commuting patterns, housing similarly needs to be located on the edge of the city. We know that the most common method of transport for those living in the city and fringe who also work there is by cycling or walking. These high levels of sustainable travel can be maintained with the co-location of housing and employment at the site, and potentially the number using cars to travel locally could be reduced if accessibility around the local area is improved as a result of the development.
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Please see section 8.0 of the accompanying representations document.
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Please see section 8.0 of the accompanying representations document.
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Please see section 8.0 of the accompanying representations document.
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Please see section 8.0 of the accompanying representations document.
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Please see section 8.0 of the accompanying representations document.
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Please see section 8.0 of the accompanying representations document.
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