Greater Cambridge Local Plan Issues & Options 2020

4.75 Existing business space should be protected where continued demand exists and where the premises are of a specification and layout that meets demand. 4.76 As highlighted in supporting assessments contained within Appendices 3 and 4, it is considered that there is significant shortfall of suitable premises in the B1c, B2 and B8 use classes to fulfil operator demand.

4.77 The shortfall in floorspace for industrial and warehousing/logistics operators highlighted in Question 25 is further emphasised by the increasing strategic importance of that the Logistics sector is having on the national and regional economy. 4.78 Given this, the Local Plan should, in addition to supporting knowledge based jobs, seek to endorse the role other types of employment has on the local and wider economy, including the role such employment types can have on sustainability and housing growth. This approach is endorsed by the recently updated Planning Practice Guidance, July 2019, seeking to guide local authorities’ assessments of the need to allocate space for logistics. 4.79 In relation to the latter and the adopted and emerging Local Plan’s planned housing growth, the relationship between homes and the logistics sector represents an important consideration for all planning authorities, especially when the regional ratio to the housing requirement illustrates that circa 250,000 sq. m of additional logistics space would be need to maintain the current relationship with housing i.e. 6.1 sq. of logistics space for every home. 4.80 Whereas logistics space could be located on a regional basis, this will break the required optimisation of ‘last mile’ facilities which in turn can lead to longer travelling distances given rise to more carbon emissions (thus running counter to other aspirations of the emerging plan in terms of climate change), greater fuel and driver time costs to businesses and the reduced ability for operators to meet customer demands. 4.81 In addition and as highlighted in the employment ‘Needs’ report in Appendix 4, such employment types include logistics, which is considered an integral and essential element of the national economy and underpins the efficient operation of activity in most sectors. Logistics is a diverse sector and is not solely focused on the storage and on-ward delivery of goods. The sector supports a range of industries from manufactures to wholesalers and importers, retailers and E-commerce businesses as well as parcel carriers and third party logistics providers. 4.82 Indeed the sector’s contribution to the national economy is recognised by the National Infrastructure Commission, comprising circa 195,000 enterprises and employing over 2.5 million people, together contributing £121 billion gross added value to the UK economy. 4.83 Jobs growth nationally in the sector rose by 2.5% in 2018, overtaking other traditional drivers of the economy such as retailing, with salaries higher than the national average. 4.84 This is as a result of the sector creating a range of job types, including apprenticeships across the skills base, including warehouse operatives, administration and support, managerial, IT, customer services, sales and engineering, thus providing opportunities for a range of skill sets across the region.

4.85 The provision of employment clusters that provide for a range of users, including B1c, B2 and B8 in close proximity to major road networks at the edge of villages or in close proximity to services and existing employment uses should be given serious consideration. 4.86 Moreover, such locations with the joint district area are considered crucial for the efficient operation of the logistics section for example, especially enabling optimised ‘last mile’ facilities from which to run efficient and low congestion operations as highlighted in our response to Question 27 above. 4.87 In light of this, we consider that the Brickyard Farm, Boxworth site offers a unique and essential opportunity to address the gap in supply to meet particular needs and requirements of the logistics sector, on a site that can meet the bespoke requirements (build-to-suit) requirements of occupiers in an already established employment location adjacent to the improved A14.

Nothing chosen

4.88 In addition to supporting the growing economy, the Local Plan should provide sufficient scope and flexibility, including location to allow for changing circumstances and demand.

4.89 The Local Plan must encourage sustainable modes of transport within new development to prevent increased congestion. Traffic congestion is the most frequent form of disruption to a region’s transport network, posing a risk to growth and prosperity. New warehousing and distributing developments should therefore be located on main transport corridors, with direct and easy access for HGVs to the strategic road network. Development should be located where there is capacity on the highway network, or there is opportunity to provide improvements to capacity. 4.90 Given the move to all electric energy strategies for new development and also the continued uptake of Electric Vehicles, a key requirement is to ensure that grid capacity grows at a faster rate than this demand and in advance. Otherwise developers may face costly constraints from DNOs to the deployment of solar PV or battery storage, for example. Such constraints could potentially have significant implications to the commercial realisation of zero carbon.

4.91 The Local Plan must consider how new development facilitates a shift towards decreasing car use and increased use of sustainable transport. New development sites should provide opportunities for access by public transport, and such provision should be in place from occupation of the development, therefore allowing a sustainable travel culture to develop from the start. Workplace culture also plays a large part in promoting sustainable modes of transport, which is why occupier led Travel Plans should be required for all new development.

4.92 The background to this is more about utilities, and digital infrastructure, so others would be better placed to answer. However, we could provide input about ensuring that there is sufficient investment to support the electrification of transport modes.

Nothing chosen

4.93 Before exploring the release of Green Belt land, other sites adjacent to the major road network or the edge of villages along such nodes should be explored first as a sustainable option.

Nothing chosen

4.94 The Plan should be flexible in this respect and recognise the importance of dispersing housing, employment and other development away from Cambridge and instead in locations, such as the edge of villages, that are in close proximity to major roads such as the A14. 4.95 This will assist in reducing land demand and transport capacity issues associated with Cambridge City Centre, the Cambridge Science Park and Addenbrookes Hospital and the Biomedical Campus.

4.97 The principle of intensification is supported, however this must be tempered against the ability of the local infrastructure to cope with that new development. Moreover, siting substantial development within concentrated areas such as Cambridge may lead to increased pressure on the local infrastructure, especially the road network. 4.98 Dispersal of development around the main conurbation may assist in alleviating these pressures.