Greater Cambridge Local Plan Issues & Options 2020

5.4 A wide variety of business and industrial space is most needed in Greater Cambridge, in terms of location, size, function and price, in order to support the growth of the economy, offering choice to meet an occupier’s individual needs: “The requirements for physical space, like finance, have stages. What a business needs in its start-up phase is different to its needs as it matures and grows. It is vital, if an innovation ecosystem is to be effective for there to be variety and availability at every stage1. 5.5 Flexible commercial space in urban and rural areas supports the growth of local business and strengthens opportunities for local supply chains to engage in the growth industries of the region. Local supply chains are recognised by the UK Government as a means of delivering ‘clean growth’ (UK Industrial Strategy) as they contribute to the Strategy’s mission to halve energy use in new buildings, partly by facilitation of local supply chains. 5.6 The Science and Technology sector is the engine of the Cambridge Phenomenon that has driven the economy and it will remain an important part of the local economy and job market. Alongside, it is important to have all types of commercial space to provide for a wide range of job opportunities and to serve Greater Cambridge at close quarters to not overly rely on longdistance travel to service the area with goods and services. Further prime office floorspace in high quality developments is also needed to consolidate and expand the world class facilities which have recently put CB1 on the international property investment map. 5.7 All new employment space should be located and built to maximise the health and wellbeing of employees and visitors. Healthy buildings in locations that reduce commute times and improve the sleep and wellbeing of its occupants contribute significantly to their productivity. Improving productivity is a primary route through which the Greater Cambridgeshire economic expansion objectives of doubling GVA and inclusive growth will be achieved. “If workers can be more productive, they can bring home more take home pay, which will flow into the local economy. And they will be able to enjoy a higher standard of life. It is this, before anything else, which needs to be looked at to create an inclusive economic future.” CPIER p38 1 Cambridgeshire and Peterborough Industrial Strategy 2019 p 41

5.8 A broad range of employment opportunities accessible by active modes of transport (including public transport) needs to be maintained in urban and rural areas to ensure local jobs are available. All existing space and allocations should be assessed to understand their suitability for employment uses in the current climate of energy use reduction, the need for local employment, access for the workforce by public transport or active means of travel, which locations can deliver the highest health and wellbeing for workers and surrounding people.

5.9 Whilst the focus of Cambridge is the Science and Technology sector as the driving force of the economy, there is a requirement for a range of job opportunities, in urban and more rural areas. The Local Plan policy framework needs to provide for a full range of opportunities; as planned allocations and windfall employment opportunities. 5.10 The CPIER notes a missed opportunity to supply AI, science and technology and bio-medical clusters from within the region: 10.8% of supplies come from within the company’s local area (30mile radius) while 27.8% came from overseas2. 2 CPIER p54 Growing these local supply chains, particularly the high value ones would help disperse the economic benefits and provide a wide range of different jobs. Availability of suitable sites and premises in excellent locations outside of Cambridge is a key factor in spreading the economic growth. 5.11 The redevelopment of Kett House and 10 Station Road for a high density commercial-led development which offers a healthy working environment would be welcomed. The delivery of a high-quality public realm which provides both recreational space and efficient management of pedestrian and cycle through traffic is essential in areas around the Central Business District around the train station.

5.12 The UK industrial Strategy advocates focusing on our strengths, “fostering clusters and connectivity across cities, towns and surrounding areas” 3 Sites which support these clusters are necessary and could be urban, edge of town or rural. 5.13 Locations with high levels of public transport access should be identified for businesses with high employment densities. This would include sites within walking distance of train stations, travel hubs and along transport corridors. “by ensuring good quality public transport is in place before development, the number of those new residents who will use the transport is maximised. This is also likely to be the best way to stretch some of the high-value businesses based within and around Cambridge out into wider Cambridgeshire and Peterborough. These companies will not want to be distant from the city, but these clusters could ‘grow’ out along the transportation links, providing connection to other market towns.” 4 5.14 Taller prime office buildings could locate at Cambridge’s railway stations to focus development at transport hubs; keeping the city compact, but supporting the demand for high quality office space, particularly that arising from knowledge intensive (KI), especially artificial intelligence firms around Cambridge Central station. This is supports CPIERs third key recommendation: “Ensuring that Cambridge continues to deliver for KI businesses should be considered a nationally strategic priority”. 5.15 The cluster effect is well-evidenced in Cambridgeshire and an opportunity exists for Greater Cambridge to encourage the forces of agglomeration through promotion of sites around existing groups of same-sector companies. This is certainly the case for the Science and Technology Sector. A spatial strategy to provide for a range of commercial and job opportunities should be informed by the cluster approach, but not at the expense of unduly restricting employment opportunities across the Plan area, particularly to transport corridors. 5.16 Non-knowledge intensive companies tend to be more footloose and typically locate where premises are provided rather than through bespoke development, while some companies expand from humbler often rural beginnings in converted buildings. To enable this growth dynamic employment locations in settlements of all sizes and classification should be allocated or be permissible, with larger concentrations of floorspace in areas with better public transport and access to active modes of travel. CPIER supports this position noting that deeper networks on smaller clusters on the periphery of Cambridge could help spread the ‘Cambridge effect’. 3 UK Industrial Strategy 2017 p18 4 CPIER p41

Nothing chosen

5.17 An overly prescriptive policy framework can harm the viability and vitality of centres. A modern, responsive policy approach is welcomed to allow for a wider range of services and facilities. A flexible approach to the density and heights of development that will be provided on sustainable sites such as Kett House and 10 Station Road is welcomed.

6.1 National Planning Policy advises (paragraph 102) that transport issues should be considered from the earliest stages of plan-making and development proposals so that: a) the potential impacts of development on transport networks can be addressed; b) opportunities from existing or proposed transport infrastructure, and changing transport technology and usage, are realised – for example in relation to the scale, location or density of development that can be accommodated; c) opportunities to promote walking, cycling and public transport use are identified and pursued; d) the environmental impacts of traffic and transport infrastructure can be identified, assessed and taken into account – including appropriate opportunities for avoiding and mitigating any adverse effects, and for net environmental gains; and e) patterns of movement, streets, parking and other transport considerations are integral to the design of schemes, and contribute to making high quality places. 6.2 The NPPF continues, at paragraph 103, in stating that the planning system should actively manage patterns of growth in support of the above objectives. “Significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. This can help to reduce congestion and emissions, and improve air quality and public health.” 6.3 It is therefore important for the Local Plan to ensure developments create an environment where accessibility to day to day services and other facilities is easy and a choice of transport modes is available. This will enable the local community to choose the more socially inclusive and sustainable methods of travel. New developments need to be designed so that this can happen from first occupation when habits start to form. 6.4 Kett House and 10 Station Road is an ideal example of a site that has the opportunities to accommodate additional growth and encourage a shift away from car use and towards more sustainable modes of transport. Cambridge train station is located approximately 300 metres to the east of the site.

7.2 Densification of existing urban areas has many advantages as outlined in the consultation document; ● Reduces the need to use greenfield land to accommodate growth; ● Living in central, well-connected and vibrant areas is important for many people; ● Reduces the need to travel by car and so makes a positive contribution to addressing climate change; ● Sites growth near to existing centres, which can continue to support their vitality and viability. 7.3 The principle of densification is supported. The NPPF confirms, at paragraph 118, that planning policies should “give substantial weight to the value of using suitable brownfield land within settlements for homes and other identified needs” and “promote and support the development of under-utilised land and buildings”. The NPPF continues, at paragraph 112, in advising that planning policies should support development that makes efficient use of land, taking into account, inter alia, the identified need for different types of housing and other forms of development, and the availability of land suitable for accommodating it. 7.4 As set out above, a combination of approaches for the spatial distribution of growth in the area is likely to be required. However, opportunities for densification of existing urban areas in locations well served by public transport should be maximised wherever possible. 7.5 The redevelopment of Kett House and 10 Station Road provides an opportunity to meet an identified need for Grade A office space within a newly formed city quarter. The Site presents a significant opportunity for redevelopment whilst still being able to respond to local character and protect the historic environment. The Site is proposed for allocation in the emerging Local Plan on this basis.

7.6 Development is best suited to being located along transport corridors to promote sustainable development and transport issues should be considered from the earliest in accordance with Para. 102 of the NPPF. 7.7 Brookgate and Aviva support the principle of siting development along transport corridors, in accordance with national planning policy and guidance which encourages development to be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. 7.8 Kett House and 10 Station Road are located on a key public transport corridor, being within easy walking distance of Cambridge central station which 300 metres to the east of the site, and the city centre is only 1km to the north west of the site. The site is therefore in a highly sustainable location for growth.

‘Cambridge Railway Station, Hills Road Corridor to the City Centre Opportunity Area’ (Policy 25) Cambridge Local Plan 2018 8.1 Kett House falls within the ‘Cambridge Railway Station, Hills Road Corridor to the City Centre Opportunity Area’ (Policy 25) of the adopted Cambridge Local Plan (2018). 8.2 Policy 25 confirms that development proposals within the Cambridge Railway Station, Hills Road Corridor to the City Centre Opportunity Area will be supported if they help promote and coordinate the use of sustainable transport modes, and deliver and reinforce a sense of place and local shops and services. Development proposals are also expected to deliver a series of coordinated streetscape and public realm improvements. 8.3 Brookgate and Aviva are fully supportive of the aims and objectives of Policy 25 and the drive to deliver an improved public realm along Station Road. This policy objective should be followed through to the new Greater Cambridge Local Plan and the Site should continue to fall within the Opportunity Area. As 10 Station Road currently falls outside, but is adjacent to the Opportunity Area, this land should also be included within the Policy area. ‘Station Areas West and Clifton Road Area of Major Change’ (Policy 21) Cambridge Local Plan (2018) 8.4 The site is located in the Station Areas West and Clifton Road Area of Major Change in the adopted Cambridge Local Plan (2018) under Policy 21. The Policy supports the continued and complete regeneration of vibrant, mixed-use areas of the city, centred around and accessible to a high quality and improved transport interchange. Kett House and 10 Station Road is not identified for specific development under Policy 21. 8.5 Brookgate and Aviva are fully supportive of the aims and objectives of Policy 21. This policy objective should be followed through to the new Greater Cambridge Local Plan and the site should continue to fall within the Area of Major Change.

Kett House and 10 Station Road, Cambridge

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