Greater Cambridge Local Plan Issues & Options 2020
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New search7.1 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. 7.2 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.” 7.3 It is 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. 7.4 Travis Perkins 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 650 metres to the south of the site (an 8-minute walk or 2-minute cycle ride from the site).
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Question 42. Where should we site new development? Rank the options below 1-6 (1 Most Preferred 6-Least Preferred) 8.1 A combination of approaches to the distribution of spatial growth are considered likely to be necessary in order to allow for sufficient flexibility when considering the locations of new housing and employment development in the Greater Cambridge area.
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8.2 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. 8.3 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. 8.4 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. 8.5 Travis Perkins is in single ownership and provides an opportunity to meet an identified need for Build to Rent housing, retirement housing and commercial uses. 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.
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8.6 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. 8.7 First Base 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. 8.8 The Travis Perkins site is located on a key public transport corridor, being within easy walking distance of Cambridge central station which 650 metres to the south of the site (an 5-minute walk or 2-minute cycle ride from the site), and the city centre is only one mile to the north west of the site. The site is therefore in a highly sustainable location for growth.
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‘Mill Road Opportunity Area’ (Policy 24) Cambridge Local Plan 2018 9.1 The Travis Perkins site falls within the ‘Mill Road Opportunity Area’ (Policy 24) of the adopted Cambridge Local Plan (2018). 9.2 Policy 24 confirms that development proposals within the Mill Road Opportunity Area will be supported if they add to the vitality and viability of the street and protect and enhance its unique character, including the development of arts and cultural facilities. Travis Perkins, Devonshire Road is allocated as Site R9 (1.23 ha). 9.3 The supporting text to this policy states: “There are a number of sites with potential for redevelopment for residential uses, these include 315–349 Mill Road and Brookfields (R21), Mill Road Depot (R10) and the Travis Perkins site on Devonshire Road (R9).” 9.4 Within Appendix B of the Local Plan, the Travis Perkins site is proposed for an indicative number of 43 dwellings (35 dwellings per hectare). The site is in a central location with excellent transport links. It is capable of accommodating a much higher density development than currently indicated within the Local Plan. 9.5 The densification and redevelopment of brownfield sites such as the Travis Perkins site offer opportunities to maximise energy efficiency measures on site and achieving low carbon development, thereby helping to achieve the Council’s climate change targets. The opportunities for achieving low carbon development, net gain and energy efficiency development are more tangible if the indicative housing density for the site allocation is increased, and if the site allocation is expanded to include commercial uses. 9.6 First Base are supportive of the aims and objectives of Policy 24. 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. The Policy should however allow for more development on the site. ‘Station Areas West and Clifton Road Area of Major Change’ (Policy 21) Cambridge Local Plan (2018) 9.7 The site is located to the north of the Station Areas West and Clifton Road Area of Major Change. The Policy should recognise the importance of areas that contribute to the growth of Areas of such as the Travis Perkins site.
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Travis Perkins Builders Merchants, Devonshire Road, Cambridge CB1 2BJ
1.23
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Builders Merchants
N/A
11/1294/FUL – development of 43 residential units The site also benefits from an existing allocation for residential development in the adopted Local Plan.
Previously developed land
A residential-led mixed-use development comprising residential dwellings (including Build to Rent accommodation), commercial/office floorspace, community uses, open space and landscaping.
The redevelopment of the site allows for a number of opportunities to bring economic, social and environmental benefits to the local area, including: ● Making efficient use of commercial brownfield land in a highly sustainable location to deliver a range of commercial and residential land uses; ● A mixed-use development provides the opportunity to share energy between the commercial and residential uses, which would see significant energy savings across the Site; ● Providing high quality office accommodation in a highly attractive and highly accessible location with close access to major public infrastructure through proximity to the city centre and Cambridge railway station; ● Delivering an identified need for Build to Rent housing that provides purpose built private rented sector accommodation; ● Enhancing and extending the public realm into a site that is currently inaccessible to the public; ● High quality buildings in a key location of the highest architectural quality designed to enhance the conservation area, improving the street scene along Devonshire Road; ● The introduction of active ground floor frontages, creating potential links into the site and respecting the relationship to the surrounding area; ● Introducing new areas of landscaping, boosting biodiversity, and amenity space across/around the site; ● Development that sensitively responds to the heritage context of the adjacent Mill Road Conservation Area; ● Achieving a development that will maximise the Site’s potential as a key site between the railway station and city core that will attract business and the public alike; ● Supporting the local economy by introducing new jobs and adding to the range of jobs available; ● Designed to be open and permeable, with hybrid spaces for the local community to use; and ● A transparent social value framework benefitting existing and future residents for the long term; improving local social, economic and environmental outcomes.
A masterplan feasibility exercise has been undertaken and it is considered that the site can accommodate approximately 190 dwellings and 8,685 sqm of commercial floorspace.
Not Specified
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Existing vehicular access from Devonshire Road.
No answer given
The site is located adjacent to the Mill Road Conservation Area, however this is not a significant constraint on development and will be fully considered throughout the design process. Given the previous use of the site, further surveys and assessments will be undertaken to understand the potential for any contamination and whether remediation works are required.
No answer given
The site is located in an urban environment where utilities connections will be readily available. Any existing connections could be extended to serve the site.
Vacant possession granted.
Site was put on the open market end of 2019 and received several bids.
Currently owned and occupied by Travis Perkins therefore completion can only take place when they vacate.
Vacant possession. Travis Perkins need to locate an alternative site.
2025
2027
2
N/A
3.2 The proposed Local Plan period up to 2040 is considered appropriate and to accord with the requirements set out within the NPPF for local authorities to identify a sufficient supply and mix of sites between years 1-15 of the plan (Para 67).
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4.2 The four big themes for the Local Plan are considered suitable and all are considered to be important in the consideration of the spatial distribution of growth in the district, and for the determination of planning applications. The four big themes will generate a new way of planning, this may require a different way to make decisions; to allow other impacts to happen in order to achieve these four priorities. The Local Plan policy framework will need to allow for a clear planning balance to take place to assess and prioritise impacts.
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4.3 The four big themes are all considered to be important aspects to achieving positive development. All four themes should be used to inform the spatial strategy within the Local Plan in terms of distributing growth and determining planning applications to deliver growth. It is therefore not considered necessary to rank the options in order of preference. 4.4 The proposed development of the Travis Perkins site could address the big themes in the following ways: ● Climate Change – First Base recognise the climate emergency and wish to deliver a development that embraces the new agenda to work towards net zero carbon. The proposed residential and commercial development will be designed to a high quality and incorporate low carbon technologies and energy efficiency measures. The site is also in a sustainable location with access to excellent public transport connections including the new Chisholm Trail link, thereby reducing residents’ reliance on private cars for travel. ● Biodiversity and Green Space – through the provision of on-site green infrastructure to create recreational and ecological assets to be enjoyed by future and existing residents. ● Wellbeing and Social Inclusion – the proposals would incorporate Build to Rent dwellings meeting an identified need for rented accommodation in the city and incorporate a mix of apartment sizes. The proposals would also promote healthy lifestyles and wellbeing through the provision of on-site recreation and the site’s accessibility to employment, education, shops and public transport by active modes of travel. ● Great Places – there is an opportunity to maximise the site’s potential to deliver densification in a well connected area, providing open space on site and opportunities for increased recreation.
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4.5 The increased focus on climate change is welcomed. Climate change policy and good practice is changing quickly, and the plan will need to build in suitable flexibility to accommodate these changes within the lifetime of the plan. Climate change scenarios predict extensive changes by Page 10 2050, much of which is dependent on government and human action so there is substantial uncertainty over outcomes. 4.6 A needlessly stringent policy may inadvertently impede progress towards later years in the plan, or undermine results by not allowing for site-specific refinement. For example, policy for electric vehicle charging points should be sufficiently flexible to accommodate that quickly changing technology, as well the current grid challenges in implemented EV charging places. Energy policies should include flexibility for changing legislation, and technology, as well as the opportunity to refine a plan-wide policy for site specifics. As the Zero Carbon Futures Symposium Report (2019) submitted within the evidence base notes on page 10: where targets are too limited, and without consideration of project contexts, policy can drive dysfunctional behaviour such as photovoltaic solar panels being installed on North facing roofs merely to achieve policy compliance not to produce effective carbon reductions. 4.7 Allowing for changing technologies and approaches should also help with viability as technology and approaches improve and are more widely adopted, thereby reducing costs. Escalating targets and policies may be able to accommodate these changes, while providing clarity to developers on the costs of development over time. 4.8 The local plan Sustainability Appraisal (SA) should address variable climate change scenarios, as we would expect that different climate changes scenarios will be of interest at examination. Lack of rigorous assessment of these scenarios in the SA could lead to the plan being found unsound. 4.9 The Travis Perkins site is a brownfield site in a highly sustainable location with access to key transport links including the train station (which is 650 metres south of the site), the Chisholm Trail link and numerous other public transport connections including local bus services and the proposed metro connections. The proposed mixed-use development on the site, in a highly desirable location for residential and commercial development offers real opportunities to deliver low carbon, or even net zero carbon development due to the high value of the area.
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