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

Objectives and place identity

1.  Land at Clifton Road will be comprehensively redeveloped through a masterplan-led approach, delivering a high-    quality, mixed-use quarter within Cambridge that reinforces the role of the area as a cultural and leisure destination for the region. Development will be contextually responsive, creating a coherent and distinctive sense of place. It will secure the long-term enhancement and expansion of arts, music and performance facilities associated with Cambridge Junction to maintaining its role as a regionally significant cultural venue.

2.  A mix of uses, including leisure, cultural and social uses alongside workspace and residential development will support activity throughout the day and evening and strengthen the vitality of Cambridge Leisure Park. The layout and design of development will integrate positively with surrounding neighbourhoods and will safeguard and facilitate the delivery of a future eastern entrance to Cambridge railway station, creating a welcoming and well-connected arrival point that reflects Cambridge as a creative, inclusive and evolving city.

3.  A site wide masterplan will be prepared by the landowners / promoters in conjunction with the Council and in consultation with the local community and other stakeholders including the East-West Rail Company. The masterplan should be broadly aligned with the indicative Spatial Framework Plan shown at Figure 13 and will need to identify the broad distribution of land uses, infrastructure delivery and phasing and will be used as a basis for the consideration of subsequent planning applications. The masterplan should be agreed by the Council prior to the approval of any planning applications (and may be subsequently updated by the landowners / promoters and agreed by the Council).

4.  The masterplan must demonstrate that it:
   a.  Is fully integrated with its surrounding context;
   b.  Responds positively to nearby existing land uses and that, in line with the indicative Spatial Framework, proposed uses    and high-quality public open spaces are arranged to ensure a coherent sense of place;
   c.  Uses a well-structured layout and built form to create a safe environment, and improve the area’s legibility and permeability;
   d.  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;
   e. Ensures that conflicts between pedestrians and wheelers, micromobility users, and motor vehicles are mitigated as far as possible;
   f. Does not undermine Cambridge Junction as a venue of local and regional significance. Opportunities should be explored to maintain its ability to operate whilst redevelopment occurs;
   g. Has been informed by key stakeholders, including the police, to ensure that necessary security measures have been built into the design and a safe environment can be delivered through development; and
   h. Provides a complementary and sensitive mix of new homes, cultural and recreational facilities, and employment floorspace.

5. Development proposals, including those being delivered using a phased approach, must positively contribute to the wider development objectives for Land at Clifton Road in line with the principles identified in the indicative Spatial Framework diagram (Figure 13), and they must not prejudice the potential future redevelopment of adjacent sites.

Uses

6.  Land at Clifton Road (including Cambridge Junction and Cambridge Leisure) is allocated for mixed-use development comprising the following:
  a. Concert and performance spaces (Sui generis), developing further the cultural offer for the city and wider sub-region;
  b. Commercial leisure, including food and drink outlets and the reprovision of the bowling alley and cinema;
  c. Approximately 300 residential homes (Use Class C3), providing for a mix of types and tenures;
  d. Employment uses, including Offices (Use Class E(g)i), Research and Development facilities (Use Class E(g)ii), light industrial space (Use Class E(g)iii), General Industrial space (Use Class B2), and Storage or Distribution facilities (Use Class B8); and
  e. Hotel (Use Class C1).

7.  Residential development will be supported provided that it is sensitively integrated with neighbouring planning uses, and that the mitigation of noise, vibration, light, odour, dust, and any land quality issues are addressed at the early design stages of development to limit adverse impacts on residential amenity or other sensitive receptors.

8.  Development must be designed to support a range of commercial uses and include units for light industrial floorspace and trade counters, grow-on spaces for SMEs, spaces for start-up companies, and flexible maker spaces, as well as office (Use Class E(g)(i)) and Research and Development facilities (Use Class E(g)(ii)).

9.  Redevelopment of the site must re-provide the existing quantum of floorspace for industrial and storage uses through the use of an intensified built form and the strategic co-location of complementary planning uses.

Context

10.  Redevelopment of the site must support the enhancement of the Cambridge Junction as a live performance and cultural venue, positioning it as a landmark building in masterplans for the site.

11.  Development proposals must support the ability for Cambridge Leisure to function as a designated Local Centre, making provisions for the colocation of flexible spaces for retail, recreation, community workshops and a vibrant nightlife. Engagement with local stakeholders and relevant bodies will be required to ensure that proposals deliver appropriate facilities.

12.  Proposals involving the redevelopment of the existing cinema and/or bowling alley in Cambridge Leisure must ensure that such uses are re-provided in an equal or better facility as part of the development.

13.  Redevelopment of other commercial leisure uses within the site must ensure that either:
   a. Such uses are re-provided as part of the development proposals; or
   b. Quantitative and qualitative evidence is submitted that demonstrates a better range and quality of facilities will be provided as part of the development.

14.  Where appropriate, temporary venue spaces and meanwhile uses should be provided during the construction phases of the site’s redevelopment to minimise any short-term disruption to on-site community and recreational facilities.

15.  To ensure the Royal Mail Depot is appropriately integrated whilst it is operational, development proposals must be designed in such a way that:
   a. Do not create constraints for the operation of the existing Royal Mail Depot, including conflicts for vehicles that need to travel to and from the depot; and
   b. Incorporate mitigation measures to ensure that proposed uses are compatible with the Royal Mail Depot.

16.  Archaeological investigation and mitigation will be required to identify the presence and significance of as yet unknown archaeological remains across the site.

17.  Development proposals must not prejudice the delivery of the preferred East West Rail route alignment and associated rail infrastructure, including any eastern entrance to Cambridge railway station.

Built form

18.  Development proposals must take a positive, context-led approach to design that achieves an appropriate style, scale and massing, including effective transitions between proposals and established residential areas, in order to limit negative impacts on the setting of the Grade II Listed Railway Station, the New Town and Glisson Road Conservation Area, and other designated and non-designated heritage assets that are in the vicinity of the site.

19.  Given the site’s potential to be experienced from a number of strategic viewpoints and the sensitivity of nearby residential uses to overlooking, proposals must ensure that building heights are thoroughly tested and that careful design mitigation and building orientation is used to provide a well-articulated roofscape and skyline.

20.  Proposals that include buildings with multiple storeys must have regard to the design, distribution and vertical layering of ground and lower floor uses, securing active frontages and vertical integration, particularly on lower storeys, to create a vibrant, safe and inclusive public realm. Proposals greater than three commercial storeys within Clifton Road Industrial Estate or taller than six residential storeys within the Cambridge Leisure part of the site, must create a positive contribution to the wider Cambridge skyline, justified through accurate 3D modelling and comprehensive landscape and visual impact assessment.

21.  Given the changes in ground levels across the site, proposals should be designed to improve the site’s visual and physical permeability, including its visual relationship with Hills Road.

Public space

22.  Significant and flexible areas of public realm and open space must be provided to respond to the likely intensity of use and should be located to form focal parts of the site’s overall development providing a range of functions throughout the day, including recreational green infrastructure, pop-up street markets, places to dwell, and outdoor “spill-out” spaces to expand the cultural and leisure offering into the open spaces and compliment the indoor offering.

23.  In line with the indicative Spatial Framework diagram, a high-quality green infrastructure corridor, anchored by public squares at the eastern entrance to Cambridge railway station and Cambridge Junction, should be used to frame the site-wide layout, and improve the site’s legibility and spatial identity.

Nature

24.  Proposals must protect and enhance biodiversity and mitigate the impacts of climate change by:
   a. Embedding nature across all development typologies through the use of green roofs, trees, habitat corridors, and other appropriate urban greening measures; and
   b. Introducing SuDS as part of high-quality, multifunctional green and blue infrastructure.

Movement

25.  Development must deliver an exemplary approach to movement and transport within and through the site and promote a low-car-dependency approach to living where walking, wheeling and cycling are the first choice for most residents, workers and visitors, by:
   a. Ensuring the design of the site:
       i. Responds positively to the area’s high level of accessibility by public transport and active travel modes, providing a comprehensive approach to transport that complements existing transport facilities on the western side of the railway;
       ii. Incorporates effective wayfinding measures to create a place that is easy to navigate and safe throughout the daytime and evening;
       iii. Creates a safe relationship between on-site transport infrastructure and other on-site uses; and
       iv. Uses innovative approaches to car storage, including off-plot car barns and shared parking solutions.

26.  Safeguarding land for and directly delivering the following physical transport measures within the site:
   a. A new eastern entrance to Cambridge railway station, including space for essential infrastructure and security features required to deliver the new station entrance - this should include evidence of the possibility and feasibility of providing an unpaid pedestrian link over the railway as part of the station design;
   b. Future phases of the Chisholm Trail that will cross the site and safe connections between the Chisholm Trail and active travel infrastructure that surrounds the site;
   c. A dedicated, secure cycle park that is well connected to the new eastern entrance to Cambridge railway station and the Chisholm Trail;
   d. On-site mobility hub provisions that complement the existing mobility hub facilities on the western side of the railway to enhance the wider station area’s function as a regional transport interchange;
   e. The retention or re-provision of the multi-storey car park as part of on-site mobility hub proposals that seek to consolidate and rationalise car parking across the site, unless alternative parking solutions can be justified as part of a comprehensive strategic and local transport mitigation plan for the site’s development; and
   f. Making financial contributions towards and, as appropriate, enabling any other transport measures necessary to make the development of the site acceptable in transport terms, as evidenced at planning application stage.

27.  The agreed masterplan for the site must demonstrate how the distribution and mix of development achieves optimal transport outcomes, including high active and public transport mode shares.

28.  To support the delivery of an agreed masterplan, a strategic and local transport mitigation plan must be prepared in consultation with key transport stakeholders, the Local Highways Authority and the Local Planning Authorities. This must:
   a. Explore the suitability of a range of transport options for the site’s redevelopment, including facilities to serve bus routes;
   b. Demonstrate how on-site mobility hub provisions will complement facilities on
the western side of Cambridge railway station to enhance the wider station area’s function as a regional transport interchange;
   c. Demonstrate how comprehensive transport provision across the wider station area has informed appropriately scaled pick-up and drop-off facilities at the new eastern entrance to Cambridge railway station and measures to address other needs generated by the site’s development;
   d. Effectively address potential car parking demand generated by development proposals and the new eastern entrance to Cambridge railway station, including measures to manage overspill parking into surrounding residential areas;
   e. Demonstrate how appropriate access and servicing arrangements for the range of uses proposed or to be retained will be achieved, including details of how these arrangements will be managed when operational;
   f. Demonstrate how development can cumulatively and effectively undertake a “monitor-and-manage” approach to resolve any potential transport impacts caused by redevelopment;
   g. Provide details of infrastructure costing and delivery phasing, demonstrating how the necessary transport measures will be delivered at a time that enables optimal transport outcomes; and
   h. Provide details of mechanisms for delivery, monitoring and review, including potential delivery through Section 106 obligations, CIL, or other appropriate funding mechanisms.

Resources

29.  Development proposals should assess and incorporate opportunities to take a site-wide approach to decentralised energy generation and storage, including exploring connections to wider heat networks.

30.  Development should not preclude operation and maintenance of sewer pumping stations located within or adjacent to the site.

Figure 13: Indicative Spatial Framework Diagram for Policy S/C/LCR: Land at Clifton Road (including Cambridge Junction and Cambridge Leisure).